•  •  -,-  -      -  „--.--- 

If  7         i*f*i         •:•"-% 

Up  To  Date 


LIBRARY 


UNIVERSITY  OF  CALIFORNIA. 


Class 


Railway  Shop  Up  To  Date 


A  Reference  Book  of  Up  to  Date 
American   Railway   Shop   Practice 


Compiled   by   the 

EDITORIAL  STAFF 

of  the 

RAILWAY  MASTER  MECHANIC 

MAHAM  H.  HAIG,  Managing  Editor 
B.  W.  BENEDICT.  Editor 


ADVISORY   COMMITTEE 

C.  A.  SCHROYER,  Superintendent  Car  Department,  Chicago  &  Northwestern  Railway 

M.  K.  BARNUM,  Mechanical  Expert,  Chicago,  Burlington  &  Quincy  Railroad 

R.  D.  SMITH,  Mechanical  Expert,  New  York  Central  Line* 


Or  THE 

UNIVERSITY 


OF 


1907 
CRANDALL  PUBLISHING  COMPANY 

CHICAGO :      SECURITY     BUILDING 
NEW  YORK:     132  NASSAU  STREET 


Copyright 

by 

Bruce   V.    Crandall 
1907 


CONTENTS 


Page 

Introductory                  ---_..         .  *j 

Layout                              --._..  9 

Locomotive  Shop                   ------  36 

Blacksmith  Shop                     - 74 

Freight  Car  Shop    -                             -         -         -         -  92 

Passenger  Coach  and  Paint  Shops                      -         -         -  1 07 

Planing  Mill                                 |  J  7 

Foundry                                              _          .          .          .          -  126 

Power  Plant                                          -         -         .         .  J4Q 

Storehouse                                        -         -         .         .         -  1 70 

Roundhouse                      -         -         -          -         .         .  |97 


173045 


Preface 


This  book  goes  forth  as  a  record  of  what  is  found  to 
exist  as  the  best  in  railroad  shop  practice,  design,  con- 
struction and  equipment.  The  editor  has  striven  earn- 
estly and  long  to  compile  all  the  available  data  valuable 
to  the  railroad  official  seeking  information,  whether  it  be 
for  the  purpose  of  building  a  new  shop  to  meet  modern 
and  future  conditions,  or  increasing  the  efficiency  of  an 
existing  plant. 

It  was  not  originally  intended  to  make  this  book  so 
broad  and  comprehensive :  but  there  was  found  to  be 
such  a  vast  quantity  of  related  data  and  information  on 
the  subject,  that  it  was  deemed  advisable  to  extend  its 
scope  to  its  present  proportions. 

All  material  has  been  condensed  as  much  as  possible 
without  sacrificing  necessary  details  or  impairing  the 
lucidity  of  any  descriptions,  so  that  each  kind  of  shop 
or  particular  kind  of  practice  followed,  may  be  clearly 
understood  and  comprehended. 

The  value  of  such  a  compilation  as  this  depends  large- 
ly upon  the  proper  arrangement  of  facts  in  their  natural 
and  logical  sequence  so  that  the  effects  and  results  of 
the  evolutions  continually  in  progress,  in  the  up  to  date 
railway  shop,  are  readily  arrived  at  by  the  reader.  We 
have  based  our  statements  upon  and  drawn  our  conclu- 
sions from  conditions  as  we  have  found  them  and  have 
not  theorized  upon  ideal  conditions. 

We  want  this  work  to  stand  for  exactly  what  its  name 
implies.  There  are  so  many  good  shops,  each  apparently 
the  best  under  the  peculiar  governing  conditions  and 
each  new  shop  .to  be  built  hereafter  will  be  subject  to 


its  own  governing  conditions,  not  possible  to  predict  here, 
that  it  would  be  manifestly  the  sheerest  folly  to  lay  down 
a  rigid  policy  or  standard  to  be  followed.  We  give 
what  are  found  to  be  facts  and  governing  conditions,  but 
we  know  that  there  are  new  questions  yet  to  be  raised 
and  unknown  quantities  in  shop  problems  to  be  deter- 
mined before  any  given  problem  can  be  solved. 

It  is  necessary  to  go  from  the  known  to  the  unknown 
in  this  as  in  other  lines  of  progress  and  we  have  attempt- 
ed to  supply  information  to  help  as  far  as  we  may.  There 
is  no  doubt  but  that  there  will  be  found  here  one  or  more 
illustrations  which  will  approximately  fit  the  conditions 
to  be  met  in  building  a  new  plant  or  modernizing  an  old 
one.  While  it  is  unlikely  that  an  attempt  would  be  made 
to  plan  one  shop  as  an  identical  counterpart  of  another, 
each  shop  illustrated  or  described  contains  some  features 
worthy  of  being  emulated.  Our  aim  has  been  attained 
if  we  have  shown  clearly  the  various  types  of  modern 
railway  shops. 

We  wish  to  express  our  appreciation  of  the  kindly 
assistance  rendered  by  the  railroad  officials  with  whom 
we  have  come  in  contact  during  the  course  of  this  work. 
It  has  been  a  pleasure  indeed  to  note  the  willingness  to 
assist  and  the  interest  evidenced  in  our  undertaking.  We 
only  hope  that  our  readers  will  find  as  much  interest  and 
pleasure  in  these  pages  as  we  have  found  in  the  asso- 
ciations formed  in  gathering  the  information  for 


RAILWAY  SHOP  UP  TO  DATE. 


M.  H.  H. 


OF  THE 


c^  >        _-. 
i    UNIVERSITY 

V  OF 


Railway  Shop   Up  To  Date 


Chapter  I 


INTRODUCTORY 


A  STUDY  of  American  railway  shops  of  to-day 
reflects  the  fact  that  each  railroad  contem- 
plating the  construction  of  a  new  shop  or  preparing  plans 
to  remodel  an  old  one,  will  find  it  necessary  to  work  out 
its  own  destiny  according  to  its  own  requirements  and 
peculiar  governing  conditions.  Present  railroad  shops 
embody  many  features  worthy  of  being  emulated 
and  in  many  instances  there  are  a  number  of  details 
in  the  shop  of  one  railroad  which  may  be  used  to 
advantage  in  the  shop  of  another.  However,  an  at- 
tempt to  plan  a  shop  under  the  mere  specification  that 
it  shall  provide  for  a  given  number  of  locomotives,  with- 
out a  thorough  investigation  and  study  of  all  governing 
conditions,  would  hardly  result  in  success.  The  same 
may  be  said  of  an  attempt  to  lay  out  and  construct  one 
shop  as  an  identical  counterpart  of  another  on  a  foreign 
road,  for  the  reason  that  governing  conditions  would 
hardly  be  alike  and  these  conditions  would  necessarily 
modify  the  shop  design. 

The  preparation  of  plans  for  a  new  shop  is  universally 
preceded  by  a  comprehensive  study  of  the  most  success- 
ful shops  in  operation — both  old  and  new.  However,  the 
progress  of  shop  construction  has  not  adhered  to  such 
lines  that  a  precedent  can  be  established  or  any  rules 
formulated  by  which  shops  can  be  prepared  to  meet  all 
conditions. 

Comparative  data  regarding  the  equipment  and  out- 
put of  different  shops  is  apt  to  be  misleading  on  ac- 
count of  the  difference  in  demand  upon  the  shops  of  va- 
rious systems  consequent  upon  conditions  affecting  loco- 
motive repairs.  The  character  of  traffic,  grade,  curv- 
ature water  supply,  type  and  size  of  locomotives,  etc., 
varies  for  each  locality  and  affects  the  demands  upon 
the  shop.  Each  shop  therefore  is  designed  and  equipped 
according  to  the  dictates  of  local  surrounding  conditions 
and  influenced  by  the  personal  preference  of  those  super- 
vising the  design. 

It  may  be  said  that  the  general  layout  of  a  shop  is 
not  always  representative  of  an  arrangement  considered 
the  most  satisfactory  for  the  work  to  be  accomplished, 
but  rather  the  most  practical  under  the  circumstances 
governing  at  the  time  the  shop  was  built. 

Its  location  is  dependent  upon  the  convenience  pro- 
vided for  the  accommodation  of  the  system,  or  portion  of 
the  system,  which  it  serves;  convenience  with  respect  to 
centers  of  supply  of  labor  and  material  and  advantages 
with  respect  to  cost  of  land,  buildings,  taxes,  etc. 

Plans  have  been  influenced  by  shape  and  size  of  avail- 


able land,  by  location  of  property  with  relation  to  direc- 
tion of  main  line,  by  provision  for  construction  of  new 
shops  or  remodeling  of  old,  by  character  and  quantity  of 
work  to  be  done,  whether  for  manufacture  as  well  as  re- 
pair, and  whether  for  maintenance  of  cars,  locomotives 
or  both,  by  the  demand  to  be  made  on  the  shop  by  de- 
partments other  than  the  mechanical  and  by  prevalent 
ideas  of  economy. 

In  earlier  shops  the  use  of  the  transfer  table  was  the 
principal  factor  in  determining  the  most  practical  lay  out 
in  providing  communication  among  the  buildings.  The 
introduction  of  the  powerful  overhead  traveling  crane, 
capable  of  lifting  the  heaviest  locomotive,  is  shown  to 
have  modified  the  arrangement  of  buildings.  This  is 
especially  noticeable  in  the  locomotive  department, 
though  the  variation  is  evident  in  repair  and  building 
plants  as  a  whole.  In  the  small  plants  built  to  meet  the 
demand  of  railway  equipment  in  its  early  stages  of  de- 
velopment, the  effort  was  to  locate  buildings  containing 
machinery  so  that  power  could  be  delivered  by  line  shafts 
driven  from  one  engine  and  it  was  thought  that  the  rope 
drive  would  facilitate  such  an  arrangement.  Later  de- 
velopments include  the  delivery  of  steam  from  one  boiler 
house  to  two  or  more  engines  located  at  different  points 
about  the  plant  for  driving  line  shafts.  It  is  now  gen- 
erally conceded  that  the  distribution  of  electrical  power 
from  one  central  plant  provides  the  most  satisfactory 
method  of  power  transmission  and  permits  the  most  flex- 
ible arrangements  of  buildings  and  equipment.  Prac- 
tically all  recent  designs  of  railroad  shops  include  a 
power  house  centrally  located — or  nearly  so — and  con- 
taining all  apparatus  for  power  and  light,  and  frequently 
the  principal  heating  apparatus.  Many'  of  the  older  shops 
have  been  extended  and  electrical  apparatus  installed 
liberally. 

It  may  be  said  then  that  the  introduction  of  electrical 
apparatus  and  traveling  cranes,  together  with  the  use  of 
air  driven  small  tools  and  appliances  and  heavier  machine 
tools  with  high  speed  steel,  have  been  the  prominent  feat- 
ures in  the  evolution  of  the  railway  shop  to  meet  the  de- 
mand of  the  constantly  growing  motive  power  and  roll- 
ing equipment. 

The  railroads  of  the  country  are  found  to  have  shops 
varying  in  degree  of  development.  Some  of  them  were 
built  about  forty  years  ago  for  the  repairs  of  about  twen- 
ty-five engines  and  they  are  still  in  operation.  The  fact 
that  most  of  the  large  roads  of  to-day  represent  the 


RAILWAY  SHOP  UP  TO  DATE 


growth  and  absorption  of  the  small  roads  of  the  past,  is 
largely  responsible  for  the  "back  number"  shops  found  at 
division  points  of  so  many  systems  which  in  a  general 
sense  are  considered  up  to  date.  Some  railroad  com- 
panies, noticeably  the  New  York  Central  and  the  Balti- 
more &  Ohio,  are  providing  small  repair  plants,  standard 
to  their  respective  systems,  for  light  repairs  and  remote 
roundhouses  and  these  are  found  to  be  of  material  assis- 
tance in  relieving  the  principal  shops. 

Railroad  managements  are  waking  up  to  the  necessity 
of  good  terminal  facilities  for  maintaining  running  re- 
pairs on  the  heavier  equipment  of  to-day  and  for  quickly 
turning  the  power  in  minimum  time  consistent  with  its 
condition  upon  arrival  at  the  terminal.  This  is  reflected 
particularly  by  the  terminal  plants  at  Elkhart,  on  the 
L.  S.  &  M.  S.  Ry.  and  at  East  Altoona  on  the  Pennsyl- 
vania. 

The  tendency  in  recent  years  has  been  to  build  a  prin- 
cipal or  main  shop  at  some  central  point  on  a  system 
where  the  greatest  number  of  locomotives  will  be  access- 
ible for  repairs  and  at  which  the  freight  traffic  centers. 
Such  a  point  is  not  usually  found  to  be  the  geographical 
center,  but  rather  the  business  center  of  the  system. 

There  is  evidence  of  but  little  improvement  in  the  way 
of  new  shops  at  division  points  and  the  tendency  seems 
to  be  to  concentrate  the  heavy  repairs  at  the  main 
shops  and  maintain  the  light  and  running  repairs  at  the 
outside  points. 

This  would  seem  to  be  conceded  by  the  following  from 
the  report  of  the  committee  on  shop  layouts  at  the  1905 
convention  of  the  American  Railway  Master  Mechanics' 
Association : 


"No  matter  how  large  and  complete  the  main  shop 
may  be,  the  outlying  points  can  advantageously  and 
profitably  use  a  moderate  tool  equipment  for  taking  care 
of  running  and  light  accidental  repairs,  leaving  heavy 
repairs  and  manufacturing  to  be  done  at  the  main  shops. 
With  such  an  equipment  and  organization,  we  believe 
that  relatively  small  shops  are  undesirable,  expensive  and 
unprofitable,  and  that  the  larger,  completely  equipped 
main  shops  will  handle  the  repairs  in  the  most  satisfac- 
tory manner." 

Granting  then  that  the  railroad  main  shops  have  re- 
ceived the  most  marked  attention  in  improvement  and 
provision  for  modern  facilities,  it  is  natural  to  turn  to 
these  as  representative  of  the  trend  of  shop  progress.  For 
this  reason  the  diagrams  and  tables  here  presented  are 
compiled  principally  from  data  descriptive  of  the  main 
shops,  including  those  most  recently  constructed  and  the . 
most  prominent  among  the  older  shops. 

Shop  kinks  and  devices  for  saving  time  and  labor  have 
been  developed  by  individuals  to  meet  the  requirements 
of  conditions  surrounding  their  work.  Such  kinks  often 
have  been  found  worthy  of  imitation,  sometimes  with 
greater  or  less  modification  to  meet  conditions  in  other 
surroundings.  New  shops  have  felt  the  need  of  jigs, 
templates  and  methods,  and  have  progressed  but  slowly 
until  such  devices  and  systems  have  been  installed.  The 
value  of  such  items  in  the  old  shops  was  hardly  appre- 
ciated until  their  want  was  felt  in  putting  new  shops 
into  commission.  Hence,  items  of  older  shop  practice, 
where  found  efficient,  are  given  prominent  notice  and 
in  all  cases  governing  conditions  are  considered  in  reach- 
ins:  conclusions. 


OF  THE 

UNIVERSITY   ) 

OF 


Railway  Shop   Up   To  Date 

Chapter  II 


LAYOUT 


GROUPING  OF  BUILDINGS. 

FROM  a  careful  comparison  of  shop  layouts  and 
an  observation  of  the  trend  of  progress  repre- 
sented by  successive  years,  it  is  apparent  that  the  aim  in 
preparing  plans  has  been  to  so  arrange  the  buildings 
and  several  departments  as  to  group  those  provided  for 
the  same  class  of  work,  locating  those  serving  two  or 
more  groups  on  sites  equally  accessible  to  the  several 
groups  served  and  providing  throughout  for  inter-com- 
munication among  the  buildings  so  as  to  facilitate  the 
movement  of  material  with  the  least  amount  of  unpro- 
ductive travel. 

The  transfer  table  is  prominent  as  the  vehicle  for  com- 
munication and  distribution  at  older  and  smaller  shop 
plants  and  the  buildings  at  such  plants  are  seen  to  be 
largely  grouped  around  one  or  more  transfer  table  pits 
as  principal  avenues  or  thoroughfares.  The  same  ten- 
dency to  group  buildings  around  a  main  thoroughfare  of 
movement  and  distribution  is  apparent  in  the  layout 
plans  of  recently  constructed  large  shops.  In  them,  how- 
ever, the  transfer  table  is  not  the  controlling  feature, 
the  seeming  tendency  being  to  minimize  its  use  in  order 
to  remove  the  obstruction  offered  by  the  pit,  to  econ- 
omize the  space  which  it  covers  and  to  reduce  the  num- 
ber of  doors  which  would  be  required  in  the  side  of  a 
building  served  by  a  table. 

In  the  large  modern  plants  the  transfer  table  is  found 
very  generally  to  serve  the  passenger  car  department 
buildings,  operated  between  the  paint  and  repair  shops, 
and  the  tendency,  becoming  more  pronounced,  is  to 
group  the  other  principal  buildings  about  a  long  narrow 
space  or  thoroughfare  served  by  a  yard  traveling  crane. 
Such  a  layout  provides  for  the  location  of  the  passenger 
car  department  at  a  remote  part  of  the  plant  where  the 
transfer  table  pit  will  offer  no  impediment  to  general 
yard  traffic.  In  this  arrangement  of  buildings  and  ac- 
cessories of  large  modern  plants  lies  a  marked  similarity 
to  the  grouping  of  buildings  in  the  smaller  shops  about 
the  transfer  table  pit  as  a  main  thoroughfare,  for  exam- 
ple at  the  smaller  shops  planned  about  1898. 

GOVERNING   CONDITIONS. 

Size,  shape  and  topography  of  available  land  together 
with  the  condition  of  providing  new  shops  throughout  or 
remodeling  old  shops,  have  influenced  the  arrangement 
of  buildings  and  layout  of  some  shop  plants  as  a  whole. 
As  a  result  there  are  shops  which  are  representative,  not 
of  the  most  desirable  design,  but  of  the  most  practical 
arrangement  under  peculiar  governing  conditions.  This 
fact  accounts  for  some  features  which  otherwise  would 
be  open  to  criticism  and  which  include  disadvantages, 
duly  realized  and  reckoned  with  by  the  local  officials 
when  planning  the  shops.  Such  examples,  fortunately, 
have  emphasized  the  necessity  of  a  freer  scope  for  those 


preparing  shop  plans  and  there  is  now  more  noticeable 
effort  to  procure  land  to  suit  the  shop. 

Further  argument  for  a  large  tract  of  land  in  allowing 
free  scope  for  a  shop  layout  is  the  necessity  of  provid- 
ing for  future  extensions,  for  yard  room  in  which  to 
store  material  for  the  several  departments,  for  sufficient 
distance  between  buildings  as  a  prevention  against  fire 
risks,  as  well  as  for  open  roadways  to  facilitate  move- 
ments of  wagons  and  fire  fighting  equipment. 

The  criterion  by  which  a  shop  design  is  tested  is  its 
facility  of  operation  and  its  capacity  for  returning  equip- 
ment to  service  in  minimum  time.  Results  obtained  in 
the  operation  of  certain  new  shops  have  served  to  dem- 
onstrate more  clearly  to  recent  designers  that  utility  is  of 
greater  importance  than  seeming  economy  in  first  cost. 
Such  false  economy  has  often  proved  very  expensive  by 
necessitating  changes  and  alterations  after  shops  were 
put  into  commission. 

COMPACTNESS  PROVIDED  BY  SINGLE  TRANSFER  TABLE. 

About  the  period  of  1898  to  1903  several  shops  were 
built  in  which  there  is  a  marked  similarity  in  the  layout 
and  arrangement  of  buildings  and  accessories.  In  fact 
there  is  a  greater  resemblance  among  the  general  lines 
along  which  these  shops  were  plannd  than  is  noticeable 
among  shops  built  at  any  other  period,  until  very  re- 
cently. These  are  the  shops  of  the  Chicago  Great  West- 
ern at  Oelwein,  la. ;  Colorado  &  Southern  at  Denver. 
Col. ;  Chicago,  Burlington  &  Quincy  at  Hannibal,  Mo. : 
\\  isconsin  Central  at  Fond  du  Lac;  Fort  Worth  &  Den- 
ver City  at  Childress,  Tex. ;  Oregon  Short  Line  at  Poca- 
tello,  Idaho,  and  Southern  Pacific  at  East  Los  Angeles, 
Cal.  Diagrams  of  several  of  these  shop  layouts  are 
shown  and  by  reference  to  them  it  will  be  seen  that  the 
principal. buildings  are  grouped  around  a  single  transfer 
table.  At  these  plants  the  locomotive  erecting  shops  con- 
tain nine,  ten  and  fifteen  pits  and  are  built  to  maintain 
repairs  of  from  150  to  about  200  locomotives.  For  shops 
of  this  capacity  and  such  size  that  a  single  transfer  table 
can  be  used  to  advantage,  it  seems  to  be  conceded  gen- 
erally that  such  a  type  is  the  most  satisfactory.  For  the 
main  shop  of  a  comparatively  small  road  or  for  a  divi- 
sion shop  of  a  large  road,  then,  these  shops  establish  a 
precedent  for  compactness  and  convenience. 

At  shop  plants  of  larger  capacity  the  size  of  build- 
ings and  size  and  shape  of  available  land  has  usually  re- 
stricted the  advantages  of  the  single  transfer  table  and 
these  conditions  have  been  met  by  grouping  some  de- 
partments about  two  or  more  transfer  tables  and  by 
modifying  the  track  arrangements  of  the  locomotive  and 
car  shops. 

ACCESS    TO    SHOPS. 

This  brings  the    question    to    a    point  concerning  the 


10 


RAILWAY  SHOP  UP  TO  DATE 


transverse  or  longitudinal  arrangement  of  erecting  or  re- 
pair stalls.  Due  consideration  of  these  arrangements  ap- 
pears in  later  chapters  referring  particularly  to  the  indi- 
vidual buildings.  Their  features  for  the  present  are  re- 
stricted to  such  discussion  as  affects  the  layout. 

LOCOMOTIVE    SHOP. 

Some  older  arid  small  plants  provided  entrance  to  cross 
erecting  shops  by  a  fan  tail  track  approach  radiating 
from  the  roundhouse  turn  table  or  a  shop  lead  and  others 
provided  a  similar  approach  for  a  longitudinal  shop.  In 
earlier  years  a  large  transverse  shop  required  a  transfer 
table  and  the  longitudinal  shop  required  as  many  lead 
tracks  as  there  are  tracks  in  the  erecting  shop. 

The  introduction  of  the  large  traveling  crane,  capable 
of  lifting  the  heaviest  of  locomotives,  has  provided  advan- 
tageous features  for  both  transverse  and  longitudinal 
shops.  It  has  brought  about  improved  facilities  by  which 
locomotives  are  delivered  to  and  from  the  shop  and  such 
features  naturally  affect  the  layout  of  the  shop  plant  in, 
so  far  as  it  is  influenced  by  the  locomotive  shop  as  one 
of  the  factors. 

The  inference  to  be  drawn  from  the  design  and  ar- 
rangement of  a  number  of  the  most  recently  constructed 
shops  is  that  the  transfer  table  is  no  longer  generally 
considered  a  necessary  adjunct  to  the  transverse  locomo- 
tive shop  and  by  dispensing  with  this,  the  space  pre- 
viously occupied  by  the  transfer  table  pit  is  available  for 
yard  room.  Dispensing  with  the  transfer  table  reduces 
the  number  of  doors  necessary  in  one  side  of  the  build- 
ing, and  removes  an  impediment  to  general  yard  traffic. 
Where  such  an  arrangement  prevails,  engines  enter  and 
leave  the  shop  over  one  track,  either  at  one  end  or  at  the 
center  of  the  building.  If  the  building  is  parallel  with  the 
general  line  of  yard  tracks,  engines  must  be  delivered 
over  a  turntable,  convenient  to  the  entering  lead,  unless 
the  roundhouse  is  so  situated  that  the  roundhouse  turn 
table  is  available.  If  the  building  is  arranged  trans- 
versly  with  the  general  line  of  yard  tracks,  no  turntable 
is  necessary. 

Longitudinal  shops  are  usually  arranged  parallel  with 
the  general  line  of  yard  tracks  and  locomotives  enter  and 
leave  the  shop  on  the  central  of  three  working  tracks.  No 
turntable  or  transfer  table  is  necessary  with  such  an  ar- 
rangement as  a  locomotive  is  transferred  from  the  enter- 
ing track  to  the  working  spaces  of  the  other  tracks,  by 
the  traveling  cranes.  At  the  Angus  shops  of  the  Cana- 
dian Pacific  Ry.  locomotives  usually  enter  the  shop  on 
the  center  track,  though  each  shop  track  is  connected 
with  the  yard  line,  where  they  are  stripped,  and  are  de- 
livered by  the  traveling  crane  to  the  working  spaces. 
They  leave  the  shop  from  the  side  track  nearer  the  wall, 
where  they  are  fired  up  within  the  shop  as  there  is  no 
roundhouse  at  this  repair  plant. 

FREIGHT   CAR   SHOP. 

Recent  general  practice  indicates  the  more  common 
use  of  longitudinal  tracks  in  freight  car  repair  and  build- 
ing shops,  though  two  railroad  companies  use  round- 
houses in  such  capacity.  The  instances  are  the  Pennsyl- 
vania Railroad  at  Altoona  and  Columbus  and  the  Nor- 


folk &  Western  Railroad  at  Roanoke.  Access  to  the 
longitudinal  freight  car  erecting  shop  is  usually  by  a 
track  approach  at  one  or  both  ends  of  the  main  building, 
though  at  a  few  railroad  shops  built  previously  to  1900 
and  at  a  number  of  freight  car  manufacturing  plants, 
the  plan  provides  for  a  yard  approach  at  one  end  of  the 
main  building  and  a  transfer  table  at  the  other. 

PASSENGER    CAR   SHOPS. 

Both  old  and  new  shops,  with  a  few  exceptions,  ad- 
here to  the  common  practice  of  providing  transverse  re- 
pair and  paint  shops  served  by  a  transfer  table,  for  the 
passenger  car  department.  Exceptions  are  the  old  shops 
of  the  Norfolk  &  Western  at  Roanoke,  the  Pennsylvania 
at  Altoona  and  the  more  recently  built  (1902)  shops  of 
the  Mexican  Central  at  Aguas  Calientes,  Mex.,  and  the 
Pittsburg  &  Lake  Erie  at  McKees  Rocks. 

FLEXIBILITY  PROVIDED  BY  ELECTRICAL  POWER. 

The  effect  upon  shop  layouts  produced  by  the  intro- 
duction of  electrical  transmission  of  power,  is  to  permit 
greater  flexibility  in  the  location  of  buildings  with  re- 
spect to  the  requirements  of  departments  which  they 
serve  and  with  regard  to  convenience  of  the  shop  plant 
as  a  whole.  It  is  now  possible  for  practically  all  appa- 
ratus for  the  generation  of  power  to  be  confined  to  a 
single  power  plant  located  as  nearly  as  possible  at  the 
center  of  the  shop  plant  and  in  practically  all  recently 
constructed  shops  this  arrangement  is  found  to  obtain. 
Individual  buildings  are  located  as  requirements  demand 
and  the  direction  of  the  line  shaft  is  no  longer  a  controll- 
ing feature. 

STOREHOUSE. 

The  location  of  the  storehouse  is  a  very  essential  fac- 
tor. Its  position  practically  determines  the  base  of  sup- 
plies. As  a  store  house  at  a  main  shop  usually  supplies 
the  system,  this  building  requires  a  convenient  arrange- 
ment of  tracks  to  provide  for  the  receipt  and  delivery  of 
material.  The  storehouse  is  also  the  principal  point  of 
supply  for  the  shop  plant  and  as  such  its  place  is  one  easy 
of  access  to  all  departments.  The  most  improved  store- 
house, together  with  its  supply  and  store  platform,  usual- 
ly constitutes  a  long  narrow  structure  and  the  de- 
partment includes  scrap  platforms,  sheds  and  bins.  It 
is  frequently  placed  between  the  locomotive  and  car  de- 
partments, however,  its  most  convenient  location  is  de- 
pendent upon  the  facilities  provided  for  distribution  of 
material.  It  is  evident,  therefore,  that  much  depends  on 
the  location  of  the  storehouse,  from  the  standpoint  of  the 
efficiency  of  the  individual  shop  plant  at  which  it  is  lo- 
cated as  well  as  convenient  facilities  for  receiving  and 
distributing  material  for  the  line. 

At  those  shops  concentrating  the  buildings  about  a 
transfer  table  the  storehouse  is  located  usually  at  one  end 
of  the  transfer  table  pit  in  order  that  the  table  may  be 
used  as  a  vehicle  for  distribution.  The  storehouse  plat- 
form of  the  Colorado  &  Southern  at  Denver  has  a  sec- 
tion lowered  to  the  level  of  the  transfer  table  to  facilitate 
handling  material  in  this  manner. 

It  is  significant  to  note  the  similarity  between  this  loca- 


LAYOUT 


11 


tion  of  the  storehouse  with  regard  to  the  transfer  table 
pit  as  a  thoroughfare  of  distribution  and  inter-communi- 
cation and  the  location  of  the  storehouse  in  shop  plants 
having  a  crane  covered  thoroughfare  or  midway,  as  the 
principal  avenue.  This  may  be  seen  by  reference  to 
the  diagrams  illustrating  the  layouts  of  the  Canadian 
Pacific  at  Montreal  and  the  Big  Four  at  Indianapolis. 
It  is  noticeable  that  a  portion  of  the  storehouse  platform 
is  served  by  the  yard  crane  and  that  the  crane  so  serves 
the  principal  buildings  as  to  establish  efficient  communi- 
cation between  the  storehouse  and  the  several  depart- 
ments, and  among  the  principal  buildings. 

ROUNDHOUSE. 

It  is  substantially  an  established  practice  to  locate  the 
roundhouse  near  the  locomotive,  or  machine  and  erect- 
ing shop  and  connect  it  with  the  same  by  a  standard 
track.  At  Elizabethport,  Central  Railroad  of  New  Jer- 
sey, the  transfer  table  pit  is  between  the  roundhouse  and 
the  locomotive  shop.  This  is  unusual  and  is  probably  ac- 
counted for  by  the  arrangement  of  buildings  to  suit  the 
shape  of  available  land  and  to  place  the  roundhouse  at  a 
point  convenient  to  the  main  line  and  to  branch  lines 
which  diverge  at  this  point. 

There  is  a  growing  tendency  to  provide  a  small  shop 
equipped  to  maintain  roundhouse  repairs  independent  of 
the  main  shop  and  thus  establish  light  repair  facilities 
close  to  the  work,  and  at  the  same  time  relieve  the  locomo- 
tive machine  shop  of  jobs  which  are  constantly  coming  up 
and  which  necessarily  are  of  such  nature  that  it  is  diffi- 
cult to  prepare  for  them  in  advance.  This  usually  in- 
cludes machine  and  blacksmith  shop  facilities  to  handle 
running  repairs  only,  for  it  is  considered  cheaper  to  send 
an  engine  requiring  accidental  repair  work  to  the  adja- 
cent main  or  division  shop,  rather  than  attempt  to  main- 
tain a  large  machine  shop  at  the  roundhouse  for  such 
emergency  repairs  as  are  apt  to  overtax  their  ordinary 
running  repair  facilities. 

At  the  same  time  it  is  still  common  to  find  a  few  ma- 
chine tools  in  a  roundhouse  at  a  main  shop  for  machine 
work  at  night,  and  at  other  times  that  the  shop  may  be 
shut  down,  yet  the  machine  shop  is  depended  upon  for 
the  heavier  machine  work  required  for  running  repairs. 

At  Collinwood,  on  the  Lake  Shore  &  Michigan  South- 
ern, there  is  a  small  independent  machine  and  blacksmith 
shop  for  running  repairs  exclusively.  This  roundhouse  is 
located  some  distance  from  the  locomotive  shop  and 
hardly  may  be  considered  as  a  portion  of  the  locomotive 
and  car  shop  plant.  It  is  fairer  to  consider  this  round- 
house in  the  light  of  an  independent  small  plant. 

The  same  may  be  said  of  the  Elkhart  roundhouse  of 
the  same  road.  At  each  of  these  roundhouses,  there  is  a 
main  or  division  shop  sufficiently  close  to  send  driving 
wheels  dropped  in  the  roundhouse  and  requiring  journals 
to  be  turned. 

The  East  Altoona  roundhouse  of  the  Pennsylvania 
Railroad  is  located  at  a  greater  distance  from  the  repair 
shop  and  is  equipped  to  be  more  independent  than  either 
of  those  just  mentioned,  and  driving  wheel  work  is  done 
at  the  roundhouse  machine  shop. 


The  details  of  this  feature  of  roundhouse  equipment 
are  considered  at  greater  length  in  a  later  chapter  and  are 
here  presented  as  concerning  the  effect  in  preparing 
plans  for  a  shop  layout. 

By  thus  providing  for  roundhouse  equipment,  the 
roundhouse  can  be  conveniently  situated  at  a  point  iso- 
lated from  the  shop  and  yet  more  convenient  for  either 
the  freight  yard,  passenger  station  or  both.  The  round- 
house being  then  isolated  from  the  shop  yard,  the  entire 
available  land  may  be  used  as  best  suited  to  the  require- 
ments of  the  shop.  The  conditions  governing  the  loca- 
tion of  certain  buildings  to  accommodate  the  require- 
ments of  the  roundhouse  are  thus  eliminated  and  a  freer 
scope  is  allowed  in  locating  the  buildings  to  the  best  ad- 
vantage of  the  several  shop  departments. 

BLACKSMITH  SHOP. 

At  shops  for  both  locomotives  and  cars,  there  is  usu- 
ally one  blacksmith  shop  to  serve  both  departments.  This 
shop,  therefore,  is  usually  so  located  as  to  be  easy  of  ac- 
cess to  both  departments.  Frequently  its  ground -plan  is 
L  shaped,  one  section  being  devoted  to  the  work  of  each 
department,  each  wing  paralleling  the  department  which 
it  serves. 

FOUNDRY. 

The  iron  foundry  is  usually  located  at  such  a  point 
that  castings  can  be  delivered  conveniently  to  the  store- 
house for  line  shipments  and  direct  to  the  several  shops 
where  castings  are  machined  or  assembled.  At  the  Angus 
shops  of  the  Canadian  Pacific,  there  are  two  foundries. 
The  gray  iron  foundry  is  situated  on  the  midway  in 
order  that  the  output  may  be  handled  by  the  yard  crane 
and  the  wheel  foundry  is  located  near  the  freight  car  de- 
partment so  that  wheels  may  be  delivered  directly  across 
the  wheel  storage  yard  to  the  truck  shop  where  wheels 
and  axles  are  mounted  and  assembled. 

PLANING  MILL. 

Planing  mills  are  commonly  so  placed  that  the  finished 
lumber  may  follow  the  shortest  path  of  productive  move- 
ment from  the  lumber  yard  and  through  the  various 
machines  to  the  freight  car  erecting  shop.  Also  in  ar- 
ranging the  layout,  it  is  customary  to  so  locate  the  plan- 
ing mill  with  reference  to  the  power  house  that  shavings 
from  the  various  machines  may  be  delivered  readily  tc 
the  boiler  room  by  air  ducts.  This  to  some  extent  deter- 
mines the  location  of  the  power  house,  in  order  to  pro- 
vide for  use  of  shavings  for  fuel  of  one  or  more  boile.rs. 
Except  for  this  controlling  feature  the  natural  location 
of  the  power  house  is  at  the  center  of  the  plant. 

LUMBER  YARD. 

Lumber  yards,  dry  kilns,  etc.,  are  naturally  located 
within  easy  access  to  the  planing  mill  and  effective  trans- 
fer of  material  requires  good  track  facilities  throughout 
the  lumber  yard  and  connecting  with  the  mill. 

SCRAP  DEPARTMENT. 

Older  shops  made  but  little  provision  for  storing,  clas- 
sifying, separating  and  disposing  of  scrap  material.  In 
view  of  the  capital  represented  by  scrap  and  the  large 
amount  which  has  been  found  to  accumulate  at  principal 
shops,  from  both  road  and  shops,  the  newer  shops  have 


12 


RAILWAY  SHOP  UP  TO  DATE 


been  made  to  include  a  scrap  department  as  an  important 
feature  of  the  shop  layout.  This  is  usually  in  connection 
with  the  stores  department.  The  use  of  traveling  hoists 
located  over  several  tracks  in  one  portion,  of  the  scrap  de- 
partment is  becoming  more  noticeable.  Such  hoists  are 
found  very  useful  in  unloading  cars  of  scrap  that  come 
in  from  the  line  and  in  sorting  heavy  material. 

AUXILIARY  DEPARTMENTS. 

The  smaller  departments,  such  as  brass  foundries,  bolt 
and  nut  shops,  tin  shops,  upholstering  shops,  paint  shops, 
etc.,  are  located  as  best  suited  to  the  requirements  of 
larger  departments  which  they  serve  and  they  are  consid- 
ered more  in  detail  in  connection  with  the  buildings  in 
which  they  are  usually  located,  instead  of  in  connection 
with  the  general  layout. 

DISTRIBUTION   OF    MATERIAL. 

Naturally  the  prime  motive  of  the  shop  is  to  make  re- 
pairs with  maximum  expediency  and  to  return  equip- 
ment to  service  in  minimum  time.  Each  building  stands 
much  in  the  same  relation  to  the  entire  shop  plan  as  the 
several  component  parts  of  a  machine  bear  to  the  com- 
pleted mechanism.  This  signifies  the  requirement  of  ef- 
fective inter-communication  among  buildings.  Distribu- 
tion of  material  rapidly,  economically  and  with  least  un- 
productive movement,  then,  is  the  keynote  in  the  general 
arrangement  of  buildings,  facilities  and  equipment. 

Beginning  with  new  supplies  this  includes  the  delivery 
of  material  from  the  store  house  to  the  several  depart- 
ments. 

The  peculiar  character  of  repair  work  requires  a  cer- 
tain amount  of  retroactive  movement,  for  instance  the 
movement  of  a  locomotive  frame  to  and  from  the  black- 
smith shop  and  the  movement  of  other  parts  to  and  from 
the  repair  gangs,  etc.  Blacksmith  shops  and  foundries, 
therefore,  are  so  located  as  to  provide  for  effective  move 
ment  to  and  from  the  storehouse,  locomotive  erecting 
shop,  car  department  shops,  etc. 

The  arrangement  and  equipment  of  individual  build- 
ings are  provided  to  suit  their  immediate  needs  and  re- 
quirements of  departments  which  they  serve.  Also  the 
buildings  are  so  located  as  to  secure  most  effective  opera- 
tion, to  provide  for  the  movement  of  hand  trucks  of  the 
industrial  system  and  to  include  thoroughfares  of  inter- 
communication. 

CLASSIFICATION. 

Basing  the  classification  of  large  shops  for  repairing 
both  locomotives  and  cars  upon  the  leading  characteris- 
tics of  the  layout  and  the  grouping  of  the  principal  de- 
partments, Mr.  Walter  G.  Berg,  chief  engineer  of  the 
Lehigh  Valley  Railroad,  who  has  given  the  subject  of 
shop  design  much  careful  study,  has  classified  American 
shop  systems  as  follows : 
A. — Complete  transfer  table  layout. 

(a)  All  departments  combined  along  one  transfer  table. 

(b)  The  various  departments  grouped  along  separate 
transfer  tables. 


B. — Combination  of  transfer  table  and  longitudinal  lay- 
out. 

(a)  Longitudinal  freight  car    shop;  all  other  depart- 
ments, transfer  tables. 

(b)  Longitudinal  locomotive  erecting    shop,    longitu- 
dinal freight  car  shop,  and  transfer  table  passenger  car 
shop. 

C. — Combination  of  a  transfer  table  and  a  cross  loco- 
motive erecting  shop  with  traversing  crane  for  lifting 
engines  over  each  other. 

(a)  Cross  locomotive  erecting  shop  with  crane  for  lift- 
ing engines  over  each  other,  otherwise  transfer  tables  for 
all  other  departments. 

(b)  Cross  locomotive  erecting  shop  with  crane  for  lift- 
ing engines  over  each  other,  passenger    car    shop  with 
transfer  table,  and  longitudinal  freight  car  shop. 

D. — Layouts  without  transfer  tables. 

(a)  All  longitudinal  layout. 

(b)  Cross  locomotive  erecting  shop  with  crane  for  lift- 
ing engines  over  each  other,  otherwise,  longitudinal  lay- 
out. 

This  classification  is  claimed  to  cover  practically  all 
railway  shop  systems  of  the  country.  The  several  combi- 
nations existing  in  any  one  shop  have  resulted  from  gov- 
erning conditions  and  the  personal  preference  of  officials 
having  the  deciding  vote. 

The  system  of  serving  all  departments  by  one  transfer 
table  seems  to  be  commonly  preferred  for  shops  having 
a  capacity  of  about  fifteen  locomotive  stalls  or  less,  to 
serve  as  the  principal  shop  of  a  small  road  or  as  a  divi- 
sion shop  of  a  large  road.  It  was  said  before  that  there 
is  a  greater  similarity  among  the  shops  of  this  type  than 
among  any  others  until  very  recently.  While  the  various 
systems  may  be  included  in  Mr.  Berg's  classification, 
there  is  a  marked  dissimilarity  among  the  general  feat- 
ures of  the  ground  plan  layout  of  shops  built  about  the 
same  time  and  during  successive  years.  There  is  now  a 
growing  tendency,  evident  from  the  general  layout  of  re- 
cently built  shops,  to  concentrate  the  departments  about 
one  crane  served  thoroughfare  as  an  avenue  of  inter- 
communication and  serving  much  in  this  capacity  as  did 
the  transfer  table  in  the  shop  system  served  by  a  single 
table.  In  such  systems  the  groups  are  arranged  around 
the  avenue  of  inter-communication  and  each  department 
is  arranged  within  itself  as  requirements  demand.  The 
plants  at  Angus,  on  the  Canadian  Pacific,  and  Indianap- 
olis on  the  Big  Four,  are  arranged  much  on  the  same 
general  principles,  though  the  former  includes  a  longitu- 
dinal locomotive  shop  and  the  latter  a  transverse  loco- 
motive shop.  Each  has  a  longitudinal  freight  car  erect- 
ing shop  and  at  each  the  passenger  car  repair  and  paint 
shops  are  arranged  transversely  and  served  by  a  common 
transfer  table.  The  storehouse  and  locomotive  shop  are 
at  one  end  of  the  midway  and  opposite  to  each  other.  The 
freight  car  repair  shop  and  yard  are  at  the  farther  end  of 
the  midway  and  the  blacksmith  shop,  foundry,  car  ma- 
chine shop,  truck  shop,  etc.,  are  grouped  along  the  mid- 
way where  they  can  be  served  by  the  yard  crane.  The 


LAYOUT 


13 


only  transfer  table  in  either  of  these  plants  serves  the  car 
department. 

In  this  connection  it  is  interesting  to  note  that  the  Col- 
linwood  shops  of  the  Lake  Shore  &  Michigan  Southern, 
built  in  1902,  are  soon  to  be  provided  with  a  crane  to 
serve  a  storage  yard  extending  across  the  plant  and  oc- 
cupying a  position  between  two  rows  of  the  principal 
buildings.  This  area  is  between  the  locomotive  shop, 
storehouse,  power  plant  and  passenger  car  department 
on  one  side  and  the  brass  foundry,  bolt,  blacksmith  and 
car  machine  shops,  mill  building  and  new  freight  car  re- 
pair shop  (now  under  construction)  on  the  other  side. 
Provision  for  the  future  extension  of  all  buildings  is  in 
two  directions  away  from  this  area  and  the  crane  served 
yard  will  provide  a  thoroughfare  among  the  principal 
buildings  and  a  storage  space  controlled  by  the  several 
departments. 

In  the  locomotive  shop  the  erecting  pits  are  arranged 
transversely  and  this  shop  is  not  served  by  a  transfer 
table.  In  the  new  freight  car  shop  the  repair  tracks  will 
be  arranged  longitudinally  and  the  passenger  car  depart- 
ment is  provided  for  by  three  transverse  buildings  served 
by  two  transfer  tables.  New  cabooses  are  built  in  one  of 
these  buildings.  This  department  occupies  a  corner  of 
the  plant  in  order  that  the  transfer  tables  will  offer  no 
impediment  to  general  yard  traffic. 

From  a  strictly  up  to  date  standpoint,  the  best  practice 
for  large  shops  is  found  to  include  a  longitudinally  or 
transversely  arranged  locomotive  shop  (according  to  the 
personal  tastes  of  officials  having  the  deciding  vote) 
equipped  with  traveling  cranes  for  transferring  locomo- 
tives from  the  entering  track  to  the  erecting  pit :  a  freight 
car  erecting  shop  with  longitudinal  tracks,  and  two  build- 
ings served  by  a  transfer  table  for  the  passenger  car  de- 
partment, one  located  on  each  side  of  the  pit,  used  for 
coach  repair  shop  and  paint  shop  respectively.  All  of  these 
are  commonly  long  narrow  buildings  and  the  problem  re- 
solves itself  largely  into  the  matter  of  best  locating  these 
buildings  to  suit  local  governing  conditions.  The  ten- 
dency has  been  to  do  away  with  the  transfer  table,  except 
in  connection  with  the  passenger  car  department,  espe- 
cially in  colder  climates,  and  the  passenger  car  depart- 
ment is  usually  located  as  remotely  as  possible  in  order 
that  the  transfer  table  pit  will  offer  least  impediment  to 
general  yard  traffic. 

The  storehouse  and  minor  shop  buildings  are  located 
with  relation  to  these  buildings  as  best  suited  to  the  de- 
partment or  departments  which  they  serve. 

In  the  comparatively  new  plants  the  leading  feature 
is  the  provision  for  inter-communication  and  compact- 
ness to  contribute  to  delivery  of  material  at  the  same 
time  making  due  allowance  for  storage  space  to  serve 
the  principal  departments  and  sufficient  distance  between 
buildings  to  guard  against  fire  risks.  It  would,  there- 
fore, seem  that  the  older  shops  represent  more  of  a  mon- 
grel growth  and  a  present  day  classification  would  group 
modern  shops  as  follows : 

1. — All    department    buildings    combined    along    one 


transfer  table  pit  as  a  principal  avenue  of  distribution 
and  inter-communication. 

2. — Principal  buildings  arranged  along  crane  served 
runway  as  avenue  of  distribution  and  inter-communica- 
tion with  transfer  table  serving  passenger  car  department 
only. 

3. — Arrangement  of  yards  without  transfer  tables  in 
which  the  principal  buildings  are  provided  with  longitu- 
dinal tracks,  or  in  which  there  is  a  cross  locomotive  shop 
with  other  buildings  arranged  with  longitudinal  tracks. 

4. — Mongrel  growth  to  provide  for  increased  capacity 
according  to  available  facilities. 

EVOLUTION   OF  OLD   SHOPS. 

The  older  shops,  while  including  many  up  to  date 
features,  hardly  represent  the  best  general  layouts  or 
ground  plan  arrangements.  Though  these  shops  were 
considered  ideal  in  every  particular  when  built,  improved 
facilities  have  been  introduced  which  the  older  con- 
struction and  arrangement  of  buildings  prohibit  unless 
the  plant  should  be  entirely  rebuilt.  In  some  instances 
this  has  been  done  either  by  securing  newr  land  at  a  dis- 
tant point  and  erecting  a  new  plant  or  by  acquiring  ad- 
jacent land  and  supplanting  one  or  more  departments  at 
a  time.  In  making  such  improvements,  as  the  new 
buildings  provided  for  transfer  of  departments,  the  space 
thus  vacated  has  been  utilized  by  other  departments. 

Where  enlargements  have  been  made  to  introduce 
modern  facilities  in  an  old  plant,  the  new  buildings  are 
not  always  situated  so  as  to  produce  the  most  economical 
movement  of  material. 

While  not  intended  as  a  criticism  of  the  older  shops, 
this  is  mentioned  to  illustrate  how  the  latest  shop  plans 
show  more  compactness  in  the  location  of  buildings  and 
greater  facilities  for  distribution  of  material  among  the 
various  shops. 

INDIVIDUAL   EXAMPLES  OF   SHOP   LAYOUTS. 

In  order  to  portray  more  clearly  the  characteristic  feat- 
tures  of  railroad  shop  layouts,  a  number  of  the  older 
shops  are  shown  as  well  as  several  of  the  more  modern, 
from  which  conclusions  may  be  drawn  as  to  the  best 
practice.  For  this  purpose  the  following  are  good  ex- 
amples : 

I.    C.    R.    R. — BURNSIDE. 

At  the  Burnside  shops  of  the  Illinois  Central  Railroad 
the  original  plans  provided  for  a  blacksmith  shop  and 
boiler  shop  in  the  same  building,  separated  by  a  fire  wall, 
and  located  across  the  transfer  table  pit  from  the  loco- 
motive erecting  and  machine  shop.  The  latter  shop  con- 
tains 24  transverse  pits,  served  by  a  crane  of  100  tons  ca- 
pacity, and  the  original  ground  lavout  provided  for  a  fu- 
ture possible  extension  of  this  building  to  embrace  40  or 
50  pits.  This  building  originally  included  the  principal 
car  wheel  work  and  wheels  and  axles  were  stored  in  the 
space  beyond  the  locomotive  shop. 

During  recent  years  the  machine  tool  capacity  has  been 
largely  increased  by  the  construction  of  two  long  narrow 
galleries,  or  balconies,  in  the  machine  bay  and  by  the  re- 
moval of  the  car  wheel  department  to  a  new  shop  which 


14 


RAILWAY  SHOP  UP  TO  DATE 


has  been  built  in  addition  to  the  passenger  car  repair 
shop.  In  order  to  provide  greater  facility  in  both  black- 
smith and  boiler  work,  a  new  boiler  shop  has  been  built 
and  the  present  locomotive  department  of  the  blacksmith 
shop  is  to  be  extended  to  include  the  old  boiler  shop. 

The  new  boiler  shop  is  located  at  a  point  beyond  the 
old  blacksmith  shop  and  boiler  shop  and  the  pits  are  ar- 
ranged transversely,  served  by  an  overhead  traveling 
crane  and  includes  the  use  of  a  transfer  table.  These  im- 
provements represent  the  provision  of  facilities  for  in- 
creasing work  in  the  boiler,  blacksmith  and  machine  de- 
partments without  increasing  the  capacity  of  the  locomo- 
tive shop  as  a  storage  plant  and  will  provide  for  a  larger 
and  more  economical  output  with  the  same  number  of 
repair  pits. 

The  boiler  shop  contains  24  erecting  pits,  or  stalls,  and 
this  provision  is  made  to  meet  the  demand  of  the  next  15 
or  20  years,  which  accounts  for  the  construction  of  a 
boiler  shop  of  almost  the  same  length  as  the  locomotive 
erecting  shop. 

A  new  roundhouse  has  been  added  to  the  original  plan, 
thus  doubling  the  facility  for  roundhouse  work. 

A.  T.  &  S.  F. TOPEKA. 

The  Topeka  shops  of  the  Atchison,  Topeka  &  Santa  Fe, 
are  an  example  of  the  extension  of  the  original  plant,  em- 
bracing car  and  locomotive  shops,  to  provide  a  new  loco- 
motive department,  modern  in  every  particular,  as  well  as 
an  addition  to  the  freight  car  repair  department.  The 
new  shop  buildings  were  erected  on  acquired  land  ad- 
jacent to  the  old  shop  plant  and  the  area  previously  oc- 
cupied by  the  locomotive  shop  has  been  converted  to  meet 
the  requirements  of  auxiliary  departments.  The  old 
locomotive  shop  was  on  the  side  of  the  main  line  tracks 
to  Atchison,  opposite  to  the  present  site. 

The  conditions  peculiar  to  this  plant  are  such  that  yard 
tracks  enter  from  one  end  only  and  transverse  traffic 
among  the  several  buildings  and  departments  is  depen- 
dent upon  cross  tracks  equipped  with  small  turntables  for 
push  cars,  at  the  intersections  of  longitudinal  and  cross 
tracks.  While  the  location  of  the  storehouse  is  conve- 
nient for  line  shipments  in  being  near  the  main  tracks,  its 
position  would  appear  out  of  the  way  so  far  as  conve- 
nient distribution  of  material  throughout  the  shop  plant 
is  concerned.  The  passenger  coach  shop  and  present 
paint  shop  is  served  by  two  transfer  tables  and  there  are 
no  transfer  tables  in  the  other  departments.  The  use  of 
two  transfer  tables  in  the  passenger  car  department  is 
unusual  and  the  second  table  is  probably  provided  for  de- 
livery between  the  planing  mill,  storage  yard  and  truck 
shop  and  the  coach  shop. 

Arguments  have  been  presented  in  favor  of  serving  a 
passenger  car  shop  with  more  than  one  transfer  table, 
where  the  shop  tracks  are  of  such  length  as  to  provide  a 
standing  capacity  of  two  or  more  cars  on  each  track ;  but 
in  view  of  the  impediment  to  general  yard  traffic  on  ac- 
count of  the  transfer  table  pit  and  the  inconvenience  pro- 
vided by  the  accumulation  of  snow,  the  general  tendency 


has  been  to  dispense  with  transfer  tables  wherever  pos- 
sible. 

The  planing  mill  at  Topeka  is  conveniently  located  with 
regard  to  the  passenger  and  freight  departments.  The 
freight  car  repair  shed  is  the  most  liberal  provision  of  its 
kind  for  this  class  of  work  of  which  information  is  at 
hand.  Practically  the  entire  freight  repair  yard  is  under 
roof.  The  principal  buildings  included  in  the  additions 
providing  for  the  locomotive  department  are  the  locomo- 
tive, blacksmith  and  wheel  shops,  powerhouse  and  iso- 
lated lavatory. 

The  locomotive  shop  occupies  a  position  at  one  ex- 
tremity of  the  plant,  though  later  development  included 
in  the  additional  freight  car  department  will  extend  the 
shop  yard  beyond  the  site  of  this  building.  The  locomotive 
erecting  pits  are  arranged  longitudinally  and  the  building 
includes  the  erecting,  machine,  boiler  and  tank  depart- 
ments. The  central  pit  track  extends  the  full  length  of 
the  building  and  engines  are  stripped  and  finished  on  this 
track.  In  order  that  no  congestion  might  result  from  this 
practice,  a  turntable  is  located  east  of  the  building  and 
adjacent  to  the  boiler  department  and  tanks  enter  the 
shop  over  this  table.  To  further  facilitate  this  plan  and 
the  crane  service,  transverse  stall  tracks  are  provided  for 
tender  frame  and  tank  work. 

Additions  are  now  being  made  at  Topeka  which  include 
a  new  passenger  car  paint  shop,  and  a  new  freight  car 
plant  which  will  be  considered  as  an  extension  of  the 
present  freight  car  repair  facilities. 

The  new  paint  shop  will  be  situated  50  feet  south  of 
the  present  paint  shop.  It  will  be  320  feet  long  by  110 
feet  wide  and  will  be  served  by  a  transfer  table  operating 
at  the  south  side  of  the  new  building. 

The  additions  to  the  freight  car  department  will  be  in 
a  group  of  new  buildings  situated  on  a  tract  of  land  about 
1,300  feet  east  of  the  locomotive  shop.  This  will  include 
a  freight  car  repair  shed,  208  feet  6  inches  by  900  feet, 
which,  it  will  be  observed,  is  larger  than  the  present  re- 
pair shed  of  the  original  plant ;  a  freight  car  planing  mill, 
75  feet  by  350  feet ;  a  dry  kiln,  50  feet  by  60  feet ;  freight 
car  structural  steel  shop,  80  feet  by  200  feet ;  wheel  shop, 
60  feet  by  100  feet,  and  scrap  bins  constructed  of  old  sills. 
Adjacent  to  the  freight  car  planing  mill  is  a  boiler  and 
engine  room,  44  feet  by  50  feet  and  36  feet  by  50  feet  re- 
spectively. On  each  side  of  the  dry  kiln  is  a  small  6  foot 
transfer  table  to  facilitate  distribution  from  the  dry  kiln 
to  the  freight  car  planing  mill. 

c.  &  N.  w. —CHICAGO. 

At  the  Kinzie  street,  Chicago,  shop  of  the  Chicago  & 
Northwestern  Railway,  all  departments  were  originally 
grouped  around  several  transfer  tables  before  this  plant 
was  extended  in  1901.  Since  that  time  a  new  longitu- 
dinal freight  car  repair  shop  has  been  built  and  the  trans- 
fer table  serving  the  locomotive  shop  has  been  extended 
to  serve  a  newly  constructed  boiler  shop  which  is  modern 
in  its  equipment  and  includes  the  service  of  overhead 
traveling  cranes.  The  erecting  and  machine  shop  is  not 
served  by  overhead  traveling  cranes  and  locomotives  en- 
tering the  shop  for'  all  classes  of  repairs  are  stripped  and 


LAYOUT 


15 


unwheeled  in  the  boiler  shop  where  crane  service  is  avail- 
able and,  when  necessary,  boilers  are  removed  from 
frames  in  the  boiler  shop.  The  skeleton  and  machinery 
are  then  transferred  to  the  erecting  shop  by  the  transfer 
table  and  wheels  are  handled  by  a  traveling  jib  crane. 

P.   &   L.    E. — MC   KEES  ROCKS. 

The  Pittsburg  &  Lake  Erie  shops  at  McKees  Rocks, 
represent  successive  improvements  for  the  locomotive 
and  later  for  the  car  department  and  illustrate  additions 
to  provide  for  gradual  improvements.  The  layout  of 
this  plant  is  limited  by  the  shape  and  size  of  available 
land,  being  included  in  a  peculiarly  shaped  narrow  strip 
between  the  main  tracks  and  the  side  of  a  hill. 

The  present  caboose  repair  and  tank  shop  and  the 
coach  repair  shop  are  in  old  buildings  once  occupied  by 
the  locomotive  shop.  A  few  years  ago  a  new  locomotive 
shop  was  built  which  includes  20  transverse  pits  served  by 
an  overhead  traveling  crane  capable  of  lifting  an  engine 
over  those  standing  on  the  pits  and  a  crane  of  small  ca- 
pacity for  handling  lighter  parts,  operating  on  runways  at 
different  heights.  In  this  plant  the  boiler  shop  is  in  a 
separate  building  arranged  at  right  angles  to  the  locomo- 
tive shop.  The  blacksmith  shop  and  storehouse  are  par- 
allel to  the  boiler  shop  and  this  group  of  buildings  repre- 
sents a  convenient  arrangement  for  efficient  service  where 
it  is  preferred  to  place  the  boiler  department  in  an  iso- 
lated building.  On  the  opposite  side  of  the  erecting  and 
machine  shop  are  two  roundhouses  and  the  power  house. 
Both  roundhouses  are  connected  with  the  erecting  shop 
and  engines  entering  the  shop  for  repairs  are  delivered 
over  the  roundhouse  turntable.  This  arrangement  ob- 
viates the  necessity  of  a  turntable  to  serve  the  erecting 
shop,  and  the  whole  layout  represents  a  very  compact 
grouping  of  buildings.  One  roundhouse  is  being  used 
temporarily  as  a  steel  car  repair  shop. 

The  passenger  car  paint  shop,  \\hile  in  a  modern  and 
convenient  building,  is  peculiarly  located  on  account  of 
the  lack  of  space  and  is  some  distance  from  the  other  car 
shop?.  A  modern  freight  car  shop  has  recently  been 
completed.  This  shop  is  the  best  equipped,  especially  for 
\vork  on  steel  cars,  of  which  information  is  at  hand. 
The  shop  arrangement  includes  longitudinal  tracks.  One 
bay  is  to  be  devoted  entirely  to  repairs  of  steel  cars  and 
provision  is  made  to  include  space  for  furnaces  and  other 
apparatus  in  handling  parts  of  such  car?. 

B.   R.   &   P. DU   BOIS. 

The  locomotive  shops  of  the  Buffalo,  Rochester  &  Pitts- 
burg  at  Du  Bois,  are  comparatively  new  and  modern 
shops  and  represent  up  to  date  practice.  The  locomotive 
shop  includes  the  longitudinal  arrangement  of  tracks  with 
the  erecting  bay  in  the  center  and  machine  bay  on  each 
side.  The  shop  originally  included  the  boiler  department 
at  one  end  and  the  shop  as  then  built  was  expected*  to 
turn  out  about  12  locomotives  per  month.  Its  present  out- 
put averages  24  to  26  per  month. 

In  order  to  secure  this  increased  capacity  a  new  boiler 
shop  ha?  been  constructed  so  that  the  space  heretofore  oc- 


cupied by  machine  tools  for  boiler  work  has  been  sup- 
planted by  machine  tools  for  locomotive  work  and  the 
standing  capacity  on  the  pits  has  been  similarly  increased. 
The  boiler  shop  is  in  a  new,  modern  building  located 
at  a  distance  of  145  feet  from  one  end  of  the  locomotive 
shop  and  is  arranged  transversely  with  the  latter.  The 
stall  tracks  are  transverse  and  are  served  by  a  crane  of  30 
tons  capacity.  The  shop  is  served  by  a  45-foot  transfer 
table  which  provides  communication  between  any  stall  of 
the  boiler  shop  and  the  longitudinal  tracks  of  the  erecting 
and  machine  shop,  as  well  as  with  an  entering  or  lead 
track. 

The  blacksmith  shop  is  north  of  the  erecting  and 
machine  shop  with  a  distance  of  40  feet  between  the  two 
buildings.  The  roundhouse  is  located  south  of  the  erect- 
ing and  machine  shop  with  a  distance  of  275  feet  from 
this  shop  to  the  center  of  the  turntable.  A  straight  trans- 
verse track  across  the  erecting  and  machine  shop,  con- 
nects with  the  roundhouse  on  one  side  and  with  the  black- 
smith shop  on  the  other.  This  track  does  not  enter  the 
blacksmith  shop,  but  intersects  a  longitudinal  track 
through  the  shop.  The  power  house  is  north  of  the  erect- 
ing and  machine  shop  and  east  of  the  blacksmith  shop. 
The  storehouse  is  north  of  the  erecting  and  machine  shop. 
It  is  entirely  surrounded  by  a  platform  at  the  height  of 
an  ordinary  box  car  floor  and  is  well  served  by  track  con- 
nections. The  oil  house  is  south  of  the  storehouse  and 
west  of  the  roundhouse  and  is  well  situated  with  relation 
to  both. 

It  is  interesting  to  compare  the  general  ground  plans 
of  the  B.  R.  &  P.  shops  with  that  of  the  locomotive  depart- 
ment of  the  P.  &  L.  E.,  as  representative  of  two  shops 
with  about  the  same  capacity,  in  one  of  which  the  loco- 
motive erecting  pits  are  arranged  transversely  and  served 
by  overhead  traveling  cranes,  and  in  the  other  the  pits  are 
arranged  longitudinally  and  served  by  overhead  traveling 
cranes.  In  both  plants  the  buildings  are  closer  together 
than  is  usually  customary  and  would  indicate  that  with 
present  day  structures  and  fire  protection  equipment,  shop 
designers  are  justified  in  planning  for  greater  compact- 
ness in  the  arrangement  of  buildings.  At  Du  Bois  the 
buildings  are  capable  of  extension  to  meet  greater  de- 
mands of  the  future,  while  at  McKees  Rocks  there  is  T.O 
further  available  land  for  the  extension  of  shop  buildings. 
C.  P. — ANGUS. 

As  compared  with  shops  previously  built  the  ground 
plan,  or  general  layout  of  the  Angus  shops  of  the  Cana- 
dian Pacific  Railway  represents  an  innovation  in  the  gen- 
eral arrangement  of  principal  buildings  to  provide  for  the 
several  departments.  The  principal  governing  features 
are  the  disposition  of  the  only  transfer  table,  namely,  that 
serving  the  passenger  car  department  at  a  remote  point  in 
the  plant  where  the  transfer  table  pit  does  not  impede 
general  yard  traffic  and  the  introduction  of  a  crane  served 
thoroughfare  as  the  principal  avenue  of  inter-communica- 
tion. The  use  of  a  traveling  crane  in  the  yard  was  not 
original  with  the  Angus  shop  plant,  nor  did  the  idea  of 
grouping  the  buildings  about  one  thoroughfare  of  inter- 


16 


RAILWAY  SHOP  UP  TO  DATE 


communication  originate  with  this  shop  layout.  Other 
shops  had  used  overhead  traveling  cranes  to  advantage  in 
the  yards  and  several  shops,  referred  to  in  the  early  part 
of  this  chapter  as  being  similar  to  each  other  with  regard 
to  certain  principal  points  and  constructed  about  1899, 
represented  an  arrangement  of  grouping  buildings  along 
a  single  transfer  table  pit  which  serves  as  an  avenue  of 
inter-communication. 

The  Angus  shop  represents  a  layout  using  both  feat- 
ures to  advantage,  but  omitting  the  transfer  table  as  the 
principal  vehicle  of  distribution.  The  buildings  are 
grouped  around  a  principal  thoroughfare  and  the  crane 
provides  a  vehicle  for  transferring  material.  At  the  same 
time  the  ground  space  covered  by  the  crane  is  available 
for  material  tracks  and  as  a  road  for  teams  and  instead 
of  offering  an  impediment  to  general  yard  traffic  as  would 
the  transfer  table  pit,  it  provides  greater  facility  in  this 
connection.  The  crane  also  offers  greater  convenience 
as  a  means  of  delivery  than  does  a  transfer  table. 

The  buildings  are  at  right  angles  to  the  midway  and  a 
system  of  standard  gauge  material  tracks  for  both  lon- 
gitudinal and  cross  traffic  among  the  buildings  is  con- 
nected with  thfe  tracks  of  the  midway  by  8  foot  turn- 
tables at  track  intersections.  The  system  of  material 
tracks,  while  of  standard  gauge,  is  independent,  in  that 
the  8  foot  turntables  will  offer  no  impediment  to  loco- 
motive traffic.  The  plant  is  served  by  a  system  of  through 
tracks  connected  with  a  belt  line  surrounding  the  yards 
for  delivery  of  material  in  carload  lots  to  the  various 
storage  spaces.  All  departments  are  provided  with  large 
storage  spaces  which  are  particularly  essential  in  view 
of  the  shop  being  largely  a  manufacturing  concern. 

The  minimum  distance  between  the  buildings  is  75  feet 
which,  while  providing  against  fire,  is  arranged  princi- 
pally to  provide  for  storage  space  and  trackage  room 
throughout  the  yard.  The  land  on  which  the  plant  is  sit- 
uated is  of  such  size  and  the  buildings  are  so  located  as  to 
provide  for  the  increase  of  all  buildings  in  large  ratio. 
Such  additions  may  be  made  without  interfering  with  fu- 
ture yard  traffic  and  without  greatly  increasing  travel 
among  departments. 

Cross  travel  of  material  from  the  lumber  yard  to  and 
from  the  mill  is  provided  for  by  a  small  transfer  table  at 
each  end  of  the  mill.  The  pits  are  quite  shallow  and  do 
not  interfere  with  foot  traffic  in  the  vicinity  of  the  mill 
building. 

The  passenger  car  shop  is  served  by  a  transfer  table 
which  is  located  beyond  the  zone  of  general  yard  traffic  in 
order  that  no  impediment  may  be  offered  by  the  pit.  The 
transfer  table  travels  parallel  with  tracks  provided  for 
yard  traffic  and  cars  are  delivered  to  and  from  the  trans- 
fer table  over  a  curve.  In  view  of  the  unlimited  ground 
for  the  location  of  buildings  it  would  appear  that  these 
shops  would  have  been  more  convenient  had  this  transfer 
table  pit  been  arranged  transversely  with  the  yard  tracks. 
In  view  of  the  large  size  of  this  shop  plant  it  would  ap- 
l>ear  to  be  extremely  well  arranged  and  while  ample  pro- 
vision is  made  for  storage,  the  arrangement  of  the  build- 
ings is  at  the  same  time  quite  compact. 


The  locomotive  shop  and  general  storehouse  are  at  the 
south  end  of  the  midway  and  on  opposite  sides.  The 
blacksmith  shop,  gray  iron  foundry,  pattern  shop,  car 
machine  shop,  truck  shop,  car  erecting  shop  and  planing 
mill  are  also  adjacent.  The  planing  mill  and  freight  car 
shop  are  on  opposite  sides  of  the  midway  and  are  in  the 
same  straight  line  to  provide  for  economical  movement  of 
material  direct  from  the  lumber  yard  through  the  mill 
machinery  and  to  the  car  erecting  shop.  The  gray  iron 
foundry  is  near  the  locomotive  shop  to  provide  for  the  de- 
livery of  heavier  castings.  The  blacksmith  shop  is  lo- 
cated to  serve  both  the  locomotive  and  car  departments 
and  car  material  from  this  shop  passes  in  natural  se- 
quence through  the  car  machine  shop  and  truck  shop  on 
its  way  to  the  car  erecting  shop.  The  wheel  foundry  is 
located  contiguous  to  the  freiglT-  car  department  with 
wheel  and  axle  storage  yard  between  it  and  the  truck 
shop  so  that  this  building  too  is  a  feeder  to  the  freight  • 
car  erecting  shop. 

The  locomotive  shop  provides  for  erecting,  machine, 
boiler  and  tank  departments  within  a  single  building 
which  also  includes  work  on  pilots,  running  boards  and 
other  wooden  parts.  The  erecting  pits  are  arranged 
longitudinally. 

The  freight  car  paint  shop  is  practically  a  continua- 
tion of  the  erecting  shop  so  that  transferring  a  car  from 
the  erecting  shop  to  the  paint  shop  consists  in  merely 
moving  the  gar  forward  as  in  advancing  from  one  stage 
of  construction  to  the  next.  The  mill,  erecting  and 
paint  shops  are  located  in  a  straight  line  with  the  lumber 
yard  and  dry  kiln  contiguous  to  the  mill,  an  arrange- 
ment which  presents  most  desirable  features  for  deliv- 
ery of  material  and  for  productive  movement. 

C.  C.  C.   &  ST.   I,. INDIANAPOLIS. 

The  Big  Four  shop  at  Indianapolis  is  also  an  entirely 
new  plant  throughout  and  in  general  layout  re- 
minds one  of  the  Angus  shop.  The  prin- 
cipal features  differ  somewhat  and  are  arranged  to 
suit  the  governing  conditions  and  tastes  of  those  respon- 
sible for  the  design.  In  this  shop  the  principal  build- 
ings are  grouped  around  a  midway  75  feet  wide  served 
by  a  10-ton  crane.  As  was  said  with  regard  to  the  Angus 
shop,  the  transfer  table  serving  the  car  department  is 
placed  in  a  remote  location.  However,  the  direction  of 
the  transfer  table  pit  appears  more  desirable  inasmuch  as 
it  is  arranged  transversely  to  the  general  line  of  yard 
tracks  and  delivery  to  the  table  is  more  direct. 

All  departments  and  all  principal  buildings  are  directly 
tributary  to  the  midway  and  the  layout  is  somewhat  in- 
fluenced by  the  fact  that  the  shop  yard  is  adjacent  to  a 
large  double  hump  gravity  freight  yard.  A  general  sys- 
tem of  tracks  parallel  to  the  main  line  track  serves  all  de- 
partments and  is  connected  to  the  main  line  at  both  ends 
of  the  shop  yard.  Cross  travel  among  the  several  de- 
partments is  provided  for  by  transverse  standard  gauge 
industrial  tracks  and  8  foot  roller  bearing  turntables  at 
track  intersections.  The  erecting  and  machine  shop  is  a 
modification  of  the  locomotive  shop  at  Sayre,  on  the 
Lehigh  Valley,  the  erecting  pits  being  arranged  trans- 
verselv  in  two  rows  with  the  machine  space  between 


LAYOUT 


17 


them.  These  pits  are  parallel  with  the  shop  tracks  so 
that  a  turntable  is  not  absolutely  necessary  in  delivering 
locomotives  to  the  shop.  However,  a  turntable  is  intro- 
duced which  serves  to  assist  inter-communication  be- 
tween the  boiler  shop  and  tank  shop  and  erecting  and 
machine  shop,  which  are  in  separate  buildings. 

The  blacksmith  shop  is  conveniently  located  to  serve 
both  the  locomotive  and-  car  departments.  The  store- 
house is  located  very  near  the  center  of  the  yard  from 
which  point  it  serves  the  several  departments  conve- 
niently. The  iron  and  brass  foundry  are  at  the  extreme 
west  end  of  the  yard  so  that  the  transportation  of  raw 
material  at  this  point  does  not  impede  general  yard  traf- 
fic. One  side  of  the  iron  foundry  is  served  by  the  yard 
crane  and  a  platform,  one  side  of  which  is  partly  under 
the  yard  crane,  extends  from  the  iron  foundry  to  the 
storehouse.  Raw  material  enters  one  end  of  the  foundry 
and  finished  castings  are  delivered  directly  to  their  desti- 
nation in  the  shop  plant  or  delivered  to  the  storehouse  for 
.-torage  and  for  line  shipments.  The  pattern  shop, 
although  convenient  to  the  iron  foundry,  is  isolated  from 
all  other  buildings  for  fire  protection. 

The  freight  car  repair  yard  is  adjacent  to  the  main 
freight  switching  yard  so  that  the  switching  of  repaired 
and  bad  order  cars  will  be  reduced  to  a  minimum.  The 
freight  car  repair  shop  is  practically  at  the  center  of  the 
south  edge  of  the  repair  yard.  The  ffeight  car  depart- 
ment is  across  the  midway  from  the  passenger  car  depart- 
ment at  the  east  end  of  the  yard  with  the  planing  mill  lo- 
cated on  the  north  side  of  the  midway,  and  between  the 
passenger  and  freight  car  buildings.  Lumber  is  stored  at 
the  extreme  east  end  of  the  yards  away  from  all  build- 
ings and  lumber  passes  in  regular  sequence  through  the 
dry  kiln,  dry  lumber  shed  and  mill  directly  to  its  destina- 
tion without  doubling  its  course. 

The  wheel  shop  is  located  just  north  of  the  storehouse 
and  is  so  situated  as  to  serve  equally  well  the  car  depart- 
ment, the  tank  shop  and  a  depressed  track  for  shipment 
of  wheels  to  outside  points. 

The  power  house  is  situated  at  the  center  of  the  north 
side  of  the  midway  where  it  is  at  the  center  of  distribu- 
tion when  all  requirements  of  power  are  considered,  and 
is  so  located  with  relation  to  the  mill  building  as  to  pro- 
vide for  delivery  of  shavings  by  an  exhaust  system  to  the 
boiler  room.  All  buildings  using  power  are  within  a 
radius  of  1,000  feet. 

Lavatories  and  closets  are  in  general  located  inside  of 
or  adjacent  to  all  buildings  with  proper  enclosures  and 
ventilations. 

There  is  a  minimum  distance  of  75  feet  between  build- 
ings for  fire  protection  and  there  is  ample  yard  area 
tributary  to  each  building  for  storage  space.  The  loca- 
tion and  arrangement  of  buildings  is  such  as  to  provide 
for  50  per  cent  increase  in  all  departments  without  inter- 
fering with  future  yard  traffic  and  without  greatly  in- 
creasing the  necessary  travel  among  the  departments. 

The  principles  adopted  in  the  general  arrangement  are 
not  affected  by  the  necessity  of  providing  roundhouse 
equipment  and  facilities.  There  will  be  two  25  stall 


roundhouses  at  a  point  convenient  to  both  the  shops  and 
terminal  tracks  of  the  eastbound  and  westbound  yards. 

L.   &   N. — SOUTH    LOUISVILLE. 

At  the  South  Louisville  locomotive  and  car  shops  pro- 
vision for  inter-communication  is  made  by  grouping  the 
principal  buildings  tributary  to  two  thoroughfares  ar- 
ranged at  right  angles  with  each  other  and  assuming  the 
form  of  an  L.  One  of  these  avenues  is  a  trans- 
ter  table  pit  about  920  feet  long  and  the  transfer  table 
serves  the  locomotive  shop  on  one  side,  and  the  freight 
car  erecting  shop,  planing  mill,  coach,  paint  and  tender 
shops  and  storehouse  on  the  other  side  of  the  pit.  The 
other  wing  of  the  L  is  a  storage  yard,  1,000  feet  long  by 
40  feet  wide,  for  raw  and  semi-finished  material  and  is 
served  by  an  overhead,  high  speed,  traveling  crane  of  1U 
tons  capacity. 

All  departments  are  served  by  a  system  of  standard 
gauge  tracks  which  are  tributary  to  a  belt  line  encircling 
the  entire  shop  plant.  These  tracks  serve  as  the  indus- 
trial system  for  the  delivery  of  material  among  the  build- 
ings on  hand  cars  and,  inasmuch  as  delivery  across  the 
general  line  of  tracks  is  provided  for  by  the  transfer 
table,  there  are  no  turntables  in  the  track  system,  a  feat- 
ure which  provides  greater  scope  for  general  yard 
switching  'service  throughout  the  plant. 

The  pits  in  the  locomotive  shop  are  arranged  trans- 
versely and  the  boiler  shop  is  included  within  one  end  of 
the  locomotive  shop.  While  engines  entering  the  loco- 
motive shop  are  commonly  delivered  over  the  transfer 
table,  this  shop  is  not  entirely  dependent  upon  the  table 
as  an  engine  may  be  delivered  over  a  track  entering  the 
locomotive  shop  at  about  its  center,  and  transferred  by 
the  traveling  crane  to  any  desired  pit  by  lifting  it  over 
the  others  standing  on  the  erecting  floor.  This  arrange- 
ment presents  an  excellent  provision  against  congestion, 
and  while  in  general  every  day  service  the  table  is  used 
only  about  five  per  cent  of  the  time  by  the  locomotive 
shop  as  against  95  per  cent  by  the  car  department,  either 
the  crane  or  the  transfer  table  may  relieve  the  other  in 
case  of  emergency,  and  it  is  hardly  likely  that  both  of 
them  will  be  out  of  order  at  the  same  time. 

The  entire  arrangement  of  buildings  is  for  the  eco- 
nomical movement  of  material,  beginning  with  raw  ma- 
terial in  the  storage  yards  and  advancing  to  objective 
points  near  the  center  of  the  plant.  All  lumber  enters 
at  the  south  end  of  the  yard  and  is  distributed  from  the 
planing  mill  as  required.  Metal  enters  at  the  north  end 
of  the  yard  and  the  metal  working  shops  are  on  that 
side  of  the  plant,  so  that  movement  from  storage  yards 
to  the  individual  shops  will  be  over  the  shortest  and  most 
direct  route.  Similarly,  the  semi-finished  product  is  de- 
livered from  one  shop  to  the  other,  etc.  Such  progres- 
sive movement  and  delivery  is  particularly  adaptable  in 
that  the  shop  plant  is  largely  for  manufacture  and  con- 
sequently there  is  much  less  retroactive  movement  than 
would  obtain  if  the  plant  was  devoted  to  repair  work- 
entirely. 

The  freight  car  repair  shop  and  yard  are  accessible 
from  the  storage  yard  and  the  planing  mill  is  in  the 


RAILWAY  SHOP  UP  TO  DATE 


path  between  them  and  the  lumber  yard.  The  freight 
car  erecting  shop  for  new  cars  is  on  one  side  of  the  mill 
and  the  passenger  car  shops  on  the  other  and  the  trans- 
fer •  table  provides  communication  among  them. 

The  location  of  the  general  storehouse  is  such  as  to 
make  it  accessible  to  the  transfer  table  pit,  as  an  avenue 
of  delivery,  and  near  the  belt  line  where  switching  facil- 
ities are  available,  thus  serving  the  shop  and  the  line 
to  good  advantage. 

The  power  house  is  near  the  mill  building  to  provide 
for  delivery  of  shavings  to  the  boiler  room  for  use  as 
fuel  and  considering  the  large  amount  of  power  required 
by  the  mill,  as  well  as  considering  the  general  layout  of 
the  several  shop  buildings,  the  power  house  is  not  really 
far  from  the  center  of  the  plant  as  a  whole. 

Provision  is  made  for  extension  of  all  buildings  and 
such  extensions  will  be  made  in  directions  away  from 
the  transfer  table  pit.  A  space  has  been  retained  for  a 
new  boiler  shop  so  that  by  placing  the  boiler  department 
in  a  new  building,  that  portion  of  the  locomotive  shop 
now  devoted  to  boiler  work  may  be  used  for  locomotive 
repairs  and  machine  work,  thus  increasing  the  capacity 
of  that  shop. 

In  describing  the  transfer  table  it  was  explained  that 
the  locomotive  shop  is  not  entirely  dependent  upon  the 
table,  and  in  the  event  of  accident  to  the  transfer  table, 
entrance  to  car  and  tank  shops  may  be  made  by  means 
of  the  yard  tracks  and  all  tracks  in  the  buildings  would 
be  so  accessible  with  the  exception  of  two  tracks  in  the 
coach  shop. 

C.   R.   R.    OF   N.    J. — ELIZABETHPORT. 

The  Elizabethport  plant  of  the  Central  Railroad  of 
New  Jersey  presents  an  interesting  example  of  a  shop 
layout  governed  by  the  shape  of  available  land,  in  which 
a  transfer  table  serves  both  the  locomotive  and  pas:  erger 
car  department  and  illustrating  the  effect  of  the  loca- 
tion of  the  roundhouse  as  a  prominent  factor  in  the  dis- 
tribution of  buildings.  The  available  land,  in  this  case, 
was  in  the  form  of  a  right  angle  triangle,  two  sides  of 
the  triangle  being  formed  by  the  main  line  of  the  road 
and  by  a  branch  line.  Another  diverging  branch  line 
joins  the  main  line  at  the  same  point,  so  that  the  most 
desirable  location  for  the  roundhouse  was  in  the  rec- 
tangular corner  of  the  shop  yard,  near  the  juncture  of 
the  diverging  lines.  The  oil  house  is  naturally  located 
near  the  roundhouse,  and  while  it  is  generally  consid- 
ered desirable  to  arrange  the  oil  house  in  connection 
with,  or  adjacent  to  the  storehouse,  it  is,  of  course,  nat- 
ural to  place  the  oil  house  near  the  roundhouse,  where 
the  location  of  store  and  round  houses  is  such  that  the 
other  practice  cannot  be  followed.  As  the  roundhouse 
is  not  equipped  with  an  independent  small  shop  for  the 
maintenance  of  running  repair  work,  it  is  essential  that 
the  locomotive  shop  should  be  near  the  roundhouse  and 
communication  between  the  two  is  provided  by  a  straight 
track  connected  with  the  transfer  table.  While  it  is  un- 
usual to  place  a  transfer  table  pit  between  these  two 
shop  buildings  on  account  of  the  impediment  which  it 


offers  to  traffic,  it  is  reported  by  the  shop  management 
that  no  difficulty  is  experienced  on  this  account. 

The  passenger  car  repair  and  paint  shops  are  grouped 
on  opposite  sides  of  the  transfer  table  pit  and  the  black- 
smith shop  occupies  a  position  convenient  to  both  the 
locomotive  and  car  shops.  The  storehouse,  also,  is  lo- 
cated to  be  of  equal  access  from  both  the  locomotive 
and  car  departments  and  is  well  provided  with  track 
connections.  The  power  house  occupies  a  position 
which  will  be  at  the  center  of  the  plant  when  contem- 
plated freight  car  shops  have  been  erected. 

The  arrangement  of  the  buildings  provides  for  ample 
extensions  and  tributary  to  er.ch  building  is  liberal  stor- 
age space. 

C.    &    E.    I. DANVILLE. 

The  arrangement  of  buildings  in  the  locomotive  de- 
partment of  the  Danville  shop  plant  of  the  Chicago  & 
Eastern  Illinois  would  indicate  the  application  of  a  prin- 
ciple of  making  the  other  buildings  tributary  to  the 
roundhouse.  The  oil  house,  storehouse,  blacksmith  shop, 
erecting  and  machine  shop  and  boiler  shop  are  all  ad- 
jacent to  the  roundhouse  and  while  they  are  laid  out 
squarely  and  on  straight  lines,  their  grouping  assumes 
much  the  form  of  an  arc  of  a  circle  with  the  turntable 
as  a  center. 

The  erecting  and  machine  and  boiler  shops  are  served 
by  a  common  transfer  table  and  are  on  the  same  side 
of  the  transfer  table  pit.  A  straight  track  passing  be- 
tween these  two  buildings  connects  the  roundhouse  turn- 
table with  the  transfer  table. 

Plans  for  contemplated  car  shops  to  be  embraced  with- 
in the  same  general  plant,  provide  for  passenger  coach 
and  paint  shops  to  be  located  across  the  transfer  table 
pit  from  the  erecting  and  boiler  shops  and  to  be  served 
by  the  same  table.  A  planing  mill  and  freight  repair 
yard  are  to  be  situated  beyond  the  present  power  house 
and  when  these  additions  have  been  made,  the  power 
house  will  occupy  a  place  practically  at  the  center  of 
power  distribution. 

While  the  arrangement  of  buildings  is  most  compact, 
provision  is  made  for  the  future  extension  of  all  de- 
partments. 

c.  R.  i.  &  P. — SILVIS. 

The  Silvis  shop  of  the  Chicago,  Rock  Island  &  Pa- 
cific is  another  example  of  the  locomotive  shop  being 
constructed  and  plans  provided  at  the  same  time  for  the 
addition  of  a  car  department  in  the  future.  This  shop 
is  an  instance  wherein  practically  no  restrictions  were 
provided  as  to  shape  and  arrangement  of  buildings. 
Taking  the  shop  plant  as  a  whole,  and  including  the  car 
department  as  it  is  contemplated,  one  of  the  governing 
elements  is  the  elimination  of  the  transfer  table  from 
all  departments  except  for  serving  the  passenger  coach 
and  paint  shops. 

The  shop  yard  is  adjacent  to  the  main  line  and  a  gen- 
eral system  of  through  tracks  parallel  to  the  main  line 
serve  all  departments  and  is  connected  with  the  main 


LAYOUT 


line  at  both  ends  of  the  yard.  There  are  nine  miles  of 
track  in  the  yard.  Two  tracks  extend  through  the  erect- 
ing shop  and  one  through  the  blacksmith  shop.  The 
storehouse  is  served  by  two  tracks  at  each  side  and  the 
power  house  is  served  by  one  track  to  provide  for  coal- 
ing facilities.  At  the  east  end  of  the  locomotive  shop 
are  tracks  for  the  storage  of  wheels. 

The  roundhouse  is  located  west  of  the  locomotive  shop 
where  it  will  be  convenient  to  both  the  shop  and  the  yard 
terminal,  and  engines  entering  the  shop  are  headed  in 
the  desired  direction  by  the  roundhouse  turn  table.  The 
buildings  constituting  the  plant  are  separated  by  a  mini- 
mum distance  of  50  feet  and  there  is  ample  yard  space, 
tributary  to  each  building  to  provide  necessary  storage 
area.  The  principal  buildings  of  the  locomotive  depart- 
ment are  ranged  near  together  and  the  buildings  of  the 
car  department  are  conveniently  grouped.  The  erecting, 
machine  and  boiler  departments  are  in  one  building  and 
the  arrangement  of  erecting  pits  represents  a  rather 
novel  feature.  Locomotives  enter  the  shop  on  a  longi- 
tudinal track  and  are  placed  on  erecting  pits  situated  at 
an  acute  angle  with  the  longitudinal  track  and  represent- 
ing what  is  known  as  the  "herring  bone"  system. 

The  blacksmith  shop  is  near  the  locomotive  shop  and 
one  end  of  the  building  is  used  as  a  brass  foundry.  While 
not  in  a  central  position  between  the  locomotive  depart- 
ment and  the  proposed  car  department,  the  blacksmith 
shop  is  in  a  position  which  will  be  accessible  to  the  latter 
when  built.  Its  situation  nearer  the  locomotive  shop  pro- 
vides for  immediate  needs  and  material  for  car  work  is 
of  such  nature  as  to  be  more  readily  transferred  than 
that  which  passes  between  the  blacksmith  and  locomo- 
tive shops. 

A  scrap  platform  occupies  a  position  east  of  the 
blacksmith  shop  and  just  north  of  the  boiler  department 
of  the  locomotive  shop.  The  location  of  the  storehouse 
is  nearly  central  as  regards  the  locomtive  and  car  de- 
partments and  a  very  interesting  feature  in  connection 
with  the  storehouse  is  a  large  supply  platform  which  is 
served  by  a  crane  of  five  tons  capacity,  having  a  span 
of  80  feet  and  traveling  on  a  runway  400  feet  long. 
This  crane  extends  over  one  of  the  delivery  tracks  and 
over  a  part  of  the  platform  for  its  entire  length.  A  de- 
livery platform.  15  feet  8  inches  wide,  extends  along  each 
side  of  the  building  and  at  the  west  end  is  a  platform 
1?  feet  8  inches  wide,  which  extends  to  the  refined  oil 
house.  The  oil  house  is  so  situated  as  to  be  convenient 
to  both  the  rourdhouse  and  the  storehouse. 

The  power  ho;.se  is  at  the  north  side  of  the  locomo- 
tive department  aii-1  will  occupy  a  position  nearly  at  the 
center  of  electrical  distribution  when  the  car  department 
has  been  erected  and  when  all  classes  of  power  are  con- 
sidered. 

While  the  car  department  has  not  yet  been  constructed, 
the  plans  as  now  arranged  provide  for  a  passenger  coach 
and  paint  shop  served  by  a  common  transfer  table,  the 
pit  to  be  arranged  transversely  with  the  general  line  of 
yard  tracks.  The  freight  car  erecting  shop  will  be  east 
of  the  passenger  coach  shop  at  a  distance  of  230  feet. 


One  end  of  this  shop  will  include  a  car  machine  shop. 
The  planing  mill  is  located  southeast  of  the  freight  car 
repair  shop  where  it  is  in  position  to  serve  both  the 
freight  and  passenger  departments,  but  nearer  to  the 
freight  car  shop,  in  view  of  the  larger  percentage  of  ma- 
terial naturally  delivered  to  the  latter. 

Lumber  is  stored  at  the  extreme  east  end  of  the  yard 
and  its  location  with  regard  to  the  dry  kiln,  planing  mill 
and  covered  shed  for  storage  of  dry  lumber,  is  such 
that  lumber  works  through  the  dry  kiln,  planing  mill 
arid  covered  shed  directly  to  its  final  destination  without 
doubling  in  its  course. 

Provision  is  made  for  future  extension  of  all  buildings 
in  both  the  locomotive  department,  which  is  already  in 
service,  and  in  the  car  department,  not  yet  constructed. 

RAILWAY  CAR  SHOPS. 

Prevailing  practice  indicates  a  tendency  to  erouo  car 

j  o  r 

and  locomotive  departments  in  one  general  plant  and 
including  a  number  of  buildings  used  jointly  by  both 
departments.  The  only  shops  devoted  entirely  to  car 
work  and  operated  strictly  by  railroads,  are  those  of  the 
York  New  Haven  &  Hartford  at  Readville,  the 
&  Western  at  Scranton,  the  Mis- 
East  Decatur.  At  the  Kingsland  shop  of  the  Delaware 
Lackawanna  &  Western,  while  originally  planned  for  a 
combination  car  and  locomotive  plant,  the  car  department 
was  in  operation  before  construction  work  began  on  the 
buildings  of  the  locomotive  department. 

X.    Y.    X.    H.    &    H. READVILLE. 

The  Readville  shop  is  operated  for  the  maintenance 
and  repairs  of  both  freight  and  passenger  equipment. 
In  preparing  for  this  shop  plant,  a  site  was  selected  at  a 
convenient  point*  near  Boston,  between  two  branch  lines, 
the  available  land  providing  for  good  track  arrange- 
ment and  facilities  and  offered  no  restrictions  as  to  shape 
and  size  of  buildings.  The  plant  consists  of  the  follow- 
ing principal  buildings,  passenger  coach  paint  and 
erecting  shop,  freight  car  repair  shop,  mill  building, 
storehouse,  blacksmith,  iron  machinery,  truck  and  cab- 
inet shops,  and  piping,  turning  and  buffing  shop,  power 
house,  dry  kiln  and  hardwood  shed.  The  property  pro- 
vides ample  room  for  shop  approaches  and  while  the 
plant  is  a  large  one,  the  buildings  are  arranged  very 
compactly. 

The  minimum  distance  between  buildings  is  50  feet, 
while  there  are  but  few  instances  in  which  there  is  a 
maximum  distance  of  over  100  feet.  The  general  layout 
plan  provides  for  an  arrangement  of  buildings,  material 
yards,  working  tracks,  supply  tracks,  etc.,  by  which  ma- 
terial passes  from  its  source  through  the  various  build- 
ings, machinery  and  departments  to  its  destination  with 
productive  movement  and  without  doubling  in  its  course. 
The  arrangement  of  buildings,  providing  standing  ca- 
pacity for  cars,  in  both  passenger  and  freight  depart- 
ments, are  representative  of  prevailing  ideas  in  this  con- 
nection. 

The   passenger  car   erecting  shop  contains  10  tracks 


RAILWAY  SHOP  UP  TO  DATE 


at  24-foot  centers,  each  holding  3  cars,  providing  a  total 
standing  capacity  of  30  cars.  This  building  is  25  feet 
from  the  transfer  table.  The  transfer  table  pit  is  75 
feet  wide,  and  100  feet  east  of  the  transfer  table  is  the 
paint  shop  which  has  the  same  standing  capacity  as 
the  erecting  shop.  There  is  a  second  story  in  the  south 
end  of  each  building  providing  for  varnish  rooms,  up- 
holstery shop  and  toilet  rooms.  The  space  provided  be- 
tween the  paint  shop  and  transfer  table  is  used  for  strip- 
ping and  scrubbing  cars  and  for  storing  them  while 
waiting  to  enter  the  shop. 

The  freight  shop  includes  the  longitudinal  arrange- 
ment of  tracks  and  contains  7  tracks  at  20  foot  centers, 
having  a  standing  capacity  of  60  cars.  These  two  de- 
partments are  arranged  with  reference  to  the  mill  build- 
ing, lumber  yard  and  other  buildings  serving  these  de- 
partments jointly,  so  as  to  provide  for  the  movement  of 
material  in  natural  working  sequence. 

The  capacity  of  the  shop  under  ordinary  circumstances 
is  180  passenger  cars  per  month  for  all  classes  of  re- 
pairs and  1,000  freight  cars  receiving  general  repairs. 
The  shop  was  constructed  to  concentrate  the  heavy  car 
work  of  the  railroad  system  at  one  point. 

The  storehouse  is  located  south  of  the  passenger  car 
department  and  100  feet  from  the  blacksmith  and  iron 
machinery  shop.  It  is  on  the  opposite  side  of  the  plant 
from  the  car  shop.  The  storehouse,  machine  shop,  oil 
house,  truck  shop  and  coal  storage  space  of  the  power 
house  are  served  by  two  parallel  tracks,  thus  providing 
for  wheel  work,  heavy  parts,  material  for  the  storage  de- 
partment, etc.,  in  a  comparatively  narrow  territory  while 
buildings  for  lighter  work  are  placed  and  grouped  con- 
veniently. 

Electrical  distribution  of  power  is. used  throughout 
and  those  buildings  requiring  power  are  grouped  near 
together  and  within  a  short  radius  of  the  power  house. 

The  lumber  yard  is  in  the  western  portion  of  the  shop 
yards  away  from  all  buildings  and  its  location  is  such, 
when  taken  in  connection  with  the  location  of  the  hard- 
wood shed,  dry  kiln,  mill  building  and  the  other  depart- 
ments, that  lumber  follows  a  progressive  movement 
without  doubling  in  its  course  through  these  several  de- 
partments to  its  final  destination. 

The  passenger  car  department  is  very  close  to  the 
several  auxiliary  shops  and  is  connected  with  the  mill  by 
two  through  tracks.  A  space,  or  avenue,  100  feet  wide, 
separates  the  tracks  of  the  freight  car  department  from 
the  through  track  to  the  lumber  yard  so  that  both  the 
freight  shop  and  freight  car  repair  shop  tracks  are  lo- 
cated conveniently  to  the  source  of  supply. 

The  hardwood  shed  is  300  feet  by  50  feet  and  the  dry 
kiln  is  125  feet  by  75  feet.  These  buildings  are  larger 
than  is  common  to  most  car  departments,  but  is  necessi- 
tated by  the  amount  of  cabinet  work  done  on  sleeping 
cars,  parlor  cars,  etc.,  and  required  by  the  demand  of  a 
rather  large  cabinet  shop. 

Yard  traffic  throughout  the  plant  is  provided  for  by  a 
system  of  parallel  tracks  which  connect  with  a  loop  en- 


circling the  plant  and  all  tracks  converge  near  the  east 
end  of  the  yards.  Cross  traffic  is  provided  for  only  by 
the  transfer  table  and  by  an  avenue  100  feet  wide  ex- 
tending transversely  across  the  plant. 

Freight  repair  facilities  include  a  system  of  tracks 
evenly  spaced  and  arranged  on  20-foot  centers,  west  of 
the  freight  shop,  and  a  system  of  tracks  similarly  ar- 
ranged east  of  the  shop  with  a  standing  capacity  of  500 
cars.  The  tracks  of  both  yards  converge  and  are  con- 
nected by  leads  at  opposite  ends  of  the  plant. 

D.  L.  &  W. — SCRANTON. 

The  Keyser  Valley  shops  of  the  Delaware,  Lacka- 
wanna  &  Western,  located  at  Scranton,  are  designed  and 
operated  for  the  construction  and  repair  of  freight  car 
equipment.  The  road  maintains  about  29,000  freight 
cars  and  the  principal  work  is  concentrated  at  this  point. 
The  capacity  of  the  shop  is  about  1,200  heavy  repairs 
per  month,  the  construction  of  about  400  new  box  cars 
with  steel  reinforced  under-framing,  in  addition  to  light 
repairs  of  about  7,000  cars  in  adjoining  repair  yard,  per 
month.  Practically  no  passenger  work  is  clone  here 
save  for  the  construction  of  a  few  baggage  and  milk- 
cars.  While  the  plant  contains  no  shop  building  espe- 
cially equipped  for  the  repair  of  all  steel  cars,  a  num- 
ber of  steel  hopper  cars  have  been  repaired  very  success- 
fully, on  which  the  principal  work  has  been  done  in  the 
blacksmith  shop. 

The  general  ground  plan  layout  includes  no  transfer 
table  service  and  the  buildings  are  arranged  according  to 
a  longitudinal  system  of  tracks,  the  stall  tracks  of  the 
various  buildings  and  light  repair  yard  being  approached 
by  leads  connecting  with  the  yard  system  of  transfer 
tracks.  Track  approach  to  the  shop  yard  is  from  one 
end  only  and  there  is  no  belt  line  encircling  the  yard. 
The  shop  buildings  are  between  the  point  of  approach 
and  the  principal  storage  yard  and  all  cars  loaded  with 
raw  iron,  lumber,  etc.,  to  be  delivered  to  the  yard  must 
traverse  the  length  of  the  shop  yards  and  are  delivered 
over  tracks  passing  between  the  buildings  and  within  the 
limits  of  the  industrial  track  system. 

The  principal  buildings  are  arranged  along  both  sides 
of  a  wide  thoroughfare,  toward  the  south  end  of  which 
the  storehouse  and  office  building  is  located.  They  are 
placed  at  such  distances  as  to  provide  ample  room  for 
yard  storage  of  material,  to  allow  for  extension  of  all 
buildings  and  to  insure  against  fire  risks,  as  well  as  to 
admit  liberal  daylight.  They  are  arranged  in  such  a 
manner  as  to  provide  for  the  progressive  movement  of 
material  from  the  iron  and  lumber  storage  yard  at  the 
east  end  of  the  plant  through  the  several  shops  and 
stages  without  doubling.  Inter-communication  among 
the  shop  buildings  for  the  distribution  of  material  is 
provided  for  by  a  narrow  gauge  industrial  track  system. 
At  the  intersections  of  industrial  tracks  are  turn  tables 
which  permit  of  transverse  as  well  as  longitudinal  traffic 
and  all  industrial  tracks  through  the  various  buildings 
are  tributary  to  the  transverse  tracks  through  the  prin- 
cipal yard  thoroughfare. 


LAYOUT 


The  plant  includes  the  following  principal  buildings : 
Two  freight  car  repair  shops,  with  a  capacity  of  48  cars 
each,  one  being  used  for  the  construction  of  new  equip- 
ment and  the  other  for  heavy  freight  car  repairs.  On 
the  side  of  the  main  thoroughfare  opposite  to  the  car  re- 
pair shops  are  the  mill,  blacksmith  and  machine  shops, 
all  of  which  are  of  comparatively  easy  access  from  the 
repair  shops.  The  mill  is~on  the  same  center  line  as  the 
shop  for  heavy  freight  repairs.  Near  the  mill  is  the 
lumber  shed,  with  open  sides,  for  the  storage  of  finished 
lumber.  The  blacksmith  and  machine  shops  form  the 
two  wings  of  an  L,  this  arrangement  providing  for  quick 
and  convenient  movement  of  material  from  the  black- 
smith shop,  through  the  various  machines  on  its  way  to 
the  car  shops.  Nearby  is  a  storage  space  for  wheels 
and  axles,  from  which  they  pass  through  the  machine 
shop  to  cars  on  a  depressed  track,  and  they  are  deliv- 
ered either  to  the  car  erecting  shop  or  to  the  line,  as 
needed.  Just  outside  of  the  blacksmith  shop  is  an  iron 
shed  and  beyond  the  blacksmith  shop  is  a  coal  house  for 
the  storage  of  coal  used  in  this  shop.  The  coal  house 
is  served  by  a  trestle  to  facilitate  delivery  and  unloading. 

The  power  house  occupies  a  position  next  to  the  ma- 
chine shop  and  adjacent  to  the  principal  thoroughfare. 
Its  location  is  such  that  all  buildings  requiring  power  are 
within  a  convenient  radius  and  considering  the  supply  of 
air  required  for  the  freight  car  repair  shop,  oil  house, 
light  repair  track,  etc.,  its  situation  conforms  with  the 
character  of  the  plant. 

The  storehouse  is  at  the  north  end  of  the  principal 
thoroughfare.  On  each  side  is  a  platform  of  convenient 
height  to  a  car  floor  and  to  the  rear  is  a  storage  plat- 
form, 200  feet  by  75  feet.  The  basement,  first  floor  and 
portion  of  the  second  floor  are  occupied  by  the  stores  de- 
partment, while  the  offices  of  the  master  car  builder  and 
his  staff,  and  a  drawing  room  for  the  car  department, 
occupy  a  portion  of  the  second  floor. 

The  oil  house  and  paint  shop  annex  occupy  a  long 
narrow  building,  280  feet  by  20  feet  and  the  two  are 
separated  by  a  fire  wall.  This  building  is  located  at  a 
distance  of  120  feet  from  the  paint  shop  and  118  feet 
from  the  car  erecting-  shop. 

The  paint  shop  is  west  of  the  car  repair  shop  and  the 
car  erecting  shop  and  has  no  direct  track  connection  with 
either.  It  has  a  standing  capacity  of  60  cars. 

Directly  in  front  of  the  storehouse  and  office  building 
is  the  yard  for  light  repairs,  in  which  about  250  or  300 
cars  are  repaired  per  day.  This  yard  contains  8  tracks 
arranged  on  20  foot  centers  and  between  every  alter- 
nate pair  of  tracks  is  a  narrow  gauge  track  of  the  indus- 
trial system.  In  this  yard  one  track  is  reserved  for  the 
repairs  of  steel  cars. 

For  convenience  in  storage  and  delivery  of  material 
this  yard  contains  a  series  of  long  narrow  material  sheds 
in  which  are  kept  bolts,  nuts,  finished  lumber,  sheathing, 
car  doors,  couplers,  etc. 

There  are  two  scrap  platforms,  or  docks,  in  the  yards, 
one  of  which  is  near  the  blacksmith  shop  and  the  other 


near  the  light  repair  tracks.  Both  are  equipped  with  air 
operated  shears,  and  the  various  kinds  of  scrap  are  sorted 
into  classified  bins.  The  platforms  are  level  with  a  car 
floor  and  industrial  tracks  traverse  the  length  of  each 
platform. 

All  lavatories  are  outside  ol'  the  buildings.  There  are 
four  of  these  located  at  various  points  of  convenience, 
each  50  feet  by  25  feet. 

Lumber  entering  the  mill  from  the  lumber  yard  passes 
through  doors  at  the  end  of  the  mill  building,  while  lum- 
ber from  the  finished  lumber  shed  passes  through  a  side 
door  conveniently  located.  From  these  entrances  lum- 
ber follows  paths  of  progressive  movement  through  the 
various  machines  until  finally  loaded  for  delivery  to  the 
car  erecting  and  machine  shops.  While  much  material 
is  delivered  from  the  mill  on  cars  traveling  over  the  in- 
dustrial tracks,  a  great  deal  of  it  is  transferred  to  the 
car  building  shop  in  box  cars.  Scrap  pieces,  shavings, 
etc.,  are  loaded  into  special  cars  for  delivery  to  the  boiler 
room. 

Raw  iron  for  the  blacksmith  shop  is  stored  nearby  in 
order  to  facilitate  quick  delivery  to  the  machines  and 
hand  forges.  Progressive  movement  carries  material 
through  the  machine  shop,  and  onward  to  the  car  build- 
ing shop  or  freight  car  repair  shop. 

WABASH EAST  DECATUR. 

The  East  Decatur  shops  of  the  Wabash  Railroad  are 
located  at  a  point  convenient  for  serving  the  middle  west- 
ern district  of  the  Wabash  R.  R.  They  are  located  on 
a  tract  of  land  containing  78  acres,  which  is  well  drained 
and  which  provides  no  limitation  in  the  arrangement  and 
layout  of  the  buildings,  tracks,  etc. 

On  account  of  the  mild  climate  and  the  almost  com- 
plete absence  of  snow  at  Decatur,  it  is  possible  to  repair 
freight  cars  out  of  doors  during  most  of  the  year  and 
for  this  reason  no  large  provision  is  made  for  repairing 
freight  cars  under  roof. 

The  plant  has  a  sufficient  'capacity  for  150  to  200  bad 
order  cars  per  day  and  to  build  12  to  15  new  freight  cars 
per  day,  as  well  as  to  give  general  repairs  to  from  15 
to  20  passenger  cars  per  month. 

Repair  tracks  for  bad  order  cars  occupy  the  extreme 
southern  portion  of  the  yards.  There  are  4  repair  tracks 
arranged  in  two  groups  of  2  tracks  each,  placed  at  20- 
foot  centers.  Between  each  pair  of  repair  tracks  is  a 
material  distribution  track  and  between  the  two  groups 
are  3  material  racks  each  8  feet  by  56  feet  arranged  at 
convenient  intervals. 

The  main  repair  shop  is  463  feet  long  and  188  feet 
wide  and  is  intended  chiefly  for  repairs  of  passenger  cars. 
There  are  4  repair  tracks  in  this  building  arranged  lon- 
gitudinally and  the  principal  buildings  are  located  par- 
allel with  this  shop  and  the  freight  car  repair  tracks. 
The  buildings,  therefore,  are  parallel  with  the  general 
line  of  tracks.  They  are  arranged  compactly  while  pro- 
viding for  large  future  extensions,  and  the  plant  in- 
cludes no  transfer  table.  The  buildings  serving  both 


22 


RAILWAY  SHOP  UP  TO  DATE 


departments  are  located  between  the  car  shop  and  the 
freight  car  repair  tracks. 

The  blacksmith  and  machine  shop  occupy  one  build- 
ing, 294  feet  by  80  feet  which  is  located  next  to  the  bad 
order  tracks.  In  line  with  this  building  is  the  power 
house,  60  feet  by  108  feet,  which  is  located  quite  close 
to  the  planing  mill  and  directly  south  of  it.  This  not 
only  places  the  power  house  near  to  the  building  which 
will  consume  the  greatest  amount  of  power,  but  also 
provides  for  the  delivery  of  shavings  and  other  refuse 
from  the  planing  mill.  The  planing  mill  is  238  feet  long 
by  80  feet  wide  and  contains  two  longitudinal  tracks,  one 
of  which  completely  connects  the  two  systems  of  track 
on  the  east  and  west  side  of  the  shop  plant. 

North  of  the  blacksmith  and  machine  shop  is  a  long 
shed  210  feet  by  90  feet  for  iron,  coal  and  coke.  The 
store  house  is  464  feet  by  40  feet  a'nd  is  situated  between 
this  shed  and  the  car  shop.  This  places  the  store  house 
•tactically  at  the  center  of  distribution. 

."he  offices  occupy  a  position  in  one  end  of  this  build- 
ing and  on  the  second  floor.  The  oil  and  paint  shop  is 
at  the  opposite  end  of  the  building.  North  of  the  car 
shop  is  a  long  building,  40  feet  wide,  which  contains  a 
cabinet  shop  112  feet  long;  tin,  upholstery  and  glazing 
shops,  each  56  feet  long,  and  a  department  for  electrical 
work  which  is  70  feet  long. 

Other  minor  buildings  include  a  dry  kiln  80  feet  by 
20  feet;  two  dry  lumber  sheds;  a  concrete  pit  for  fuel 
oil,  40  feet  by  12  feet,  and  a  septic  tank,  45  feet  by  12 
feet.  There  are  three  depressed  tracks  with  concrete 
walls  at  the  sides  of  the  excavations.  One  of  these 
tracks  is  at  the  northwest  corner  of  the  yard  and  is  250 


feet  long.  It  is  adjacent  to  a  scrap  shed,  20  feet  by  28 
feet,  and  is  intended  for  loading  and  unloading  scrap. 

The  minimum  distance  between  buildings  is  15  feet, 
while  there  are  but  few  instances  in  which  there  is  a 
maximum  distance  of  over  85  feet. 

There  is  a  complete  system  of  drainage  and  the  sew- 
erage is  taken  care  of  by  the  septic  system,  the  tank 
for  this  purpose  being  located  at  the  extreme  east  end 
of  the  shop  ground  and  of  dimensions  as  heretofore 
given.  There  are  two  laboratory  buildings  conveniently 
located,  each  42  feet  8  inches  long  by  22  feet  wide. 

The  general  layout  provides  for  an  arrangement  of 
buildings,  material  yard,  working  tracks,  supply  tracks, 
etc.,  by  which  material  passes  from  its  source  through 
the  various  buildings,  machinery  and  departments  to  its 
destination  with  productive  movement  and  without  doub- 
ling its  course. 

SUMMARY, 

These  several  examples  are  cited  for  the  purpose  of 
calling  attention  to  certain  characteristic  features  prom- 
inent in  the  layout  arrangement  of  the  plants  mentioned. 
It  is  believed  that  by  pointing  out  such  features  of  the 
individual  shops,  greater  weight  will  attach  to  each  case 
than  would  obtain  as  a  result  of  a  mere  general  refer- 
ence and  more  reasonable  deductions  may  be  drawn. 
The  selection  of  a  single  existing  shop  typical  of  Amer- 
ican ideas,  or  representative  of  best  practice  for  all  con- 
ditions or  to  meet  the  requirements  of  any  road  is  prac- 
tically impossible,  and  it  is  therefore  necessary  to  study 
the  peculiar  governing  conditions  affecting  the  require- 
ment of  a  single  shop  and  'design  accordingly,  as  no 
special  rule  can  be  devised  in  such  regard. 


LAYOUT 


23 


GENERAL  LAYOUT— L  OCO11OTIVE  AND  CAR  SHOPS  OF  THE  ST.  LOUIS,  IRON  MOUNTAIN  &  SOUTHERN  RT.  AT  BARING 
CROSS,  ARK.— ACCESS  TO  LOCOMOTIVE  SHOP  BY  INDIVIDUAL,  TRANSFER  TABLE,  TO  FREIGHT  CAR  SHOP  BY  TRACK 
APPROACH,  TO  PASSENGER  COACH  AND  PAINT  SHOPS  BY  INDIVIDUAL,  TRANSFER  TABLE. 


Oepof 


GENERAL,  LAYOUT— LOCOMOTIVE  AND  CAR  SHOPS  OF  THE  CHICAGO  GREAT  WESTERN  RY.  AT  OELWEIN,  IA.— ALL 

DEPARTMENTS  SERVED  BY  SINGLE  TRANSFER  TABLE. 


RAILWAY  SHOP  UP  TO  DATE 


GENERAL    LAYOUT— LOCOMOTIVE  AND   CAR    SHOPS  OF  THE    CHICAGO,   BURLINGTON  &  QUINCY  RY.   (H.  &  ST.   J.)   AT  HAN- 
NIBAL.   MO.— ALL    DEPARTMENTS    SERVED   BY    SINGLE    TRANSFER   TABLE. 


GENERAL    LA  TOUT— LOCOMOTIVE  AND   CAR    SHOPS  OF  THE    COLORADO    &    SOUTHERN    RY.     AT    DENVER— ALL    DEPART- 
MENTS SERVED  BY  SINGLE  TRANSFER  TABLE. 


UWVtKbl  I  Y 
c  t 
c         .  >^ 


LAYOUT 


LOCOMOTIVE  SHOP  BY  TRACK  APPROACH  AND  TRANSFER  TABLE. 

I 


26 


RAILWAY  SHOP  UP  TO  DATE 


GENERAL  LAYOUT-LOCOMOTIVE  SHOPS  OF  THE  CHICAGO  &  EASTERN  ILLINOIS  RT.  AT  DANVILLE,  ILL  -ALL  BUILD- 
INGS TRIBUTARY  TO  ROUNDHOUSE— LOCOMOTIVE  AND  BOILER  SHOPS  SERVED  BY  SINGLE  TRANSFER  TABLE  — 
PROPOSED  PASSENGER  COACH  AND  PAINT  SHOPS  WILL  BE  SERVED  BY  COMMON  TRANSFER  TABLE  AND  ACCESS 
TO  FREIGHT  CAR  SHOP  WILL  BE  BY  TRACK  APPROACH. 


GENERAL  LAYOUT— LOCOMOTIVE  AND  CAR  SHOPS  OF  THE  CENTRAL  R.  R.  OF  NEW  JERSEY  AT  ELIZABETHPORT,  N.  J. 
—ACCESS  TO  LONGITUDINAL  LOCOMOTIVE  SHOP  AND  TO  PASSENGER  COACH  AND  PAINT  SHOPS  BY  SINGLE  TRANS- 
FER TABLE— PROPOSED  LONGITUDINAL  FREIGHT  CAR  SHOP  WITH  TRACK  APPROACH. 


LAYOUT 


27 


RAILWAY  SHOP  UP  TO  DATE 


LAYOUT 


30 


RAILWAY  SHOP  UP  TO  DATE 


(J0lj<5y300j-pplft  I 

_______ 

J3+SUOM.  •p 


LAYOUT 


31 


RAILWAY  SHOP  UP  TO  DATE 


LAYOUT 


33 


34 


RAILWAY  SHOP  UP  TO  DATE 


I 


Passenger 


Pa/'nf  Snap 


100' 


rer/ng 


£fore  ffoom  Offices  ZmJF/oor 


\WA60' 

SO//  'House 

8' 

GENERAL    LAYOUT-CAR    SHOPS      OF  THE   MISSOURI,    KANSAS     &     TEXAS     RY.     AT     SEDALIA.     MO.-ALL     DEPARTMENTS 

SERVED    BY    SINGLE    TRANSFER    TABLE. 


\ 


GENERAL    LAYOUT-OAR    SHOPS      OF  THE   NEW  YORK,   NEW   HAVEN  &  HARTFORD  R.  R.  AT 

-ACCESS  TO  FREIGHT   CAR   SHOP  BY  TRACK  APPROACH   AT   BOTH    ENDS.      PASSENGER   COACH 
SERVED    BY    SINGLE   TRANSFER   TABLE. 


PAINT 


LAYOUT 


35 


GENERAL    LAYOUT— FREIGHT    CAR       SHOPS   OF    THE   DELAWARE.   LACKAWANNA   &  WESTERN  R,    R.    AT  SCRANTON,   PA. 

TRACK   APPROACH  TO   ERECTING   SHOPS   AT    ONE  END. 


GENERAL    LAYOUT— CAR    SHOPS    OF   THE  WABASH  R.    R.   AT  EAST  DECATUR,  ILL.— LONGITUDINAL  ERECTING  SHOP  WITH 

TRACK  APPROACH— FREIGHT  REPAIRS  IN  THE  OPEN. 


Railway  Shop   Up  to  Date 

Chapter   III 


LOCOMOTIVE  SHOP 


THE   SHOP    DU1LDING. 

THE  many  prevailing  conditions  affecting  the  repairs 
of  locomotives  on  a  business  basis,  have  brought 
about  extensive  changes  in  the  buildings  and  equipment 
devoted  to  this  class  of  work.  Modern  shops  bear  no 
resemblance  to  the  antiquated  structures  once  used  for 
locomotive  repairs. 

While  the  buildings  are  free  from  expensive  architec- 
tural embellishment,  locomotive  shops  now  are  splendid 
structures,  representative  of  the  latest  and  most  careful 
design,  embracing  stability,  strength,  natural  lighting, 
heating,  ventilating  and  sanitary  requirements,  and 
compare  well  with  the  facilities  of  modern  industrial 
concerns. 

Up-to-date  locomotive  shops  are  housed  in  brick 
buildings,  in  which  the  walls  are  tied  to  steel  skeletons 
for  stability.  The  roofs  are  supported  by  the  steel 
skeleton  structures  and  not  only  provide  protection 
against  the  elements  for  men  and  equipment,  but  ample 
natural  lighting. 

The  design  of  the  locomotive  shop  building  is  made 
from  an  engineering  viewpoint  rather  than  an  archi- 
tectural one,  and  the  details  of  placing  machine  tool 
equipment,  erecting  pits,  provision  of  crane  service  and 
all  auxiliary  features,  are  as  carefully  .planned  for  the 
particular  purpose  of  the  shop  as  are  the  details  of  a 
machine  for  a  given  class  of  work. 

The  practice  at  present  is  to  build  the  locomotive 
shop  with  a  clear  height  from  floor  to  roof  trusses,  to 
provide  for  the  operation  of  overhead  traveling  cranes 
and  to  offer  no  obstruction  to  natural  lighting  through- 
out the  building,  as  well  as  to  insure  against  shadows. 
In  some  instances  a  long  narrow  balcony,  or  gallery, 
occupies  a  position  along  one  side  wall  and  is  located 
over  a  section  of  the  main  floor  containing  such  ma- 
chine tool  equipment  and  minor  departments  as  do  not 
require  continuous  crane  service.  Such  departments 
are  then  dependent  upon  windows  in  side  walls  for  light. 

Inasmuch  as  the  buildings  are  long  and  narrow  with 
usually  at  least  three  bays,  the  windows  in  the  end 
walls  provide  but  little  light  except  at  the  extreme  ends 
of  the  building  and  the  windows  in  the  side  walls  are 
at  such  distance  from  the  central  bay  as  to  provide 
but  little  light  therein.  Therefore  the  most  effectual 
buildings  are  those  having  side  walls  with  windows 
extending  nearly  to  the  roof  and  in  which  the  con- 
struction is  such  as  to  provide  large  windows  above 
the  roof  of  the  lower  bays  to  admit  light  to  the  higher 
bay.  For  instance,  where  the  erecting  floor  is  in  the 
main,  or  central,  bay  such  construction  provides  for 
large  windows  above  the  roofs  of  the  side  bays  to  ad- 
mit light  to  the  central  bay,  and  a  similar  construc- 
tion is  modified  to  provide  windows  to  admit  light 


above  the  roof  of  the  machine  tool  bay  when  the  erect- 
ing floor  occupies  the  side  bay. 

In  recent  years  the  saw  tooth  type  of  roof  has  been 
largely  introduced  in  locomotive  shops  to  provide  nat- 
ural light.  The  tendency  is  to  place  the  glass  in  sky- 
lights in  a  vertical  plane  or  nearly  so,  in  order  to  pro- 
vide against  the  uncomfortable  effects  of  the  direct  rays 
of  the  sun. 

The  most  prominent  instances  of  the  use  of  the  saw 
tooth  roof  are  at  the  Topeka  shop  of  the  Atchison  To- 
peka  &  Santa  Fe,  where  such  a  type  of  roof  is  used 
over  the  two  side  bays  containing  the  machine  tool 
equipment;  at  the  Sayre  shop  of  the  Lehigh  Valley; 
where  the  entire  roof  is  nearly  flat  and  the  inner  bays 
are  dependent  upon  the  skylights  for  the  principal 
daylighting,  and  at  the  McKees  Rocks  shop  of  the 
Pittsburg  &  Lake  Erie,  where  the  two  machine  tool 
bays  are  on  the  same  side  of  the  erecting  bay  and 
where  both  of  these  bays  are  covered  by  the  same  flat 
roof  at  a  lower  level  than  the  roof  over  the  erecting 
bay. 

The  principal  dimensions  of  the  shop  depend  on  the 
number  and  size  of  locomotives  maintained  and  built 
per  year,  the  class  of  work,  and  the  amount  of  manu- 
facturing done  for  shops  along  the  line  and  for  other 
departments. 

As  the  latest  design  of  locomotive  shops  has  been 
confined  largely  to  main  shops,  the  examples  of  best 
practice  are  selected  from  among  those  erected  for  gen- 
eral and  heavy  repairs.  It  is  the  custom  in  some  of 
these  to  build  a  few  new  locomotives  each  year,  as  such 
work  provides  an  equilibrium  of  the  forces,  during  pe- 
riods of  light  and  heavy  work  on  repairs,  and  aids  a 
satisfactory  and  permanent  organization. 

For  locomotive  shops  it  has  long  since  been  decided 
that  the  erecting  and  machine  departments  should  be  in 
the  same  building,  but  different  opinions  exist  with  re- 
gard to  their  relative  locations  and  to  the  arrangement 
of  pits.  There  are  mechanical  men  who  advocate  ar- 
ranging the  erecting  floor  in  two  wings  at  right  angles 
to  the  machine  floor  as  at  the  West  Albany  and  Depew 
shops  of  the  New  York  Central.  The  arrangement  of 
pits  in  one  side  bay  and  the  location  of  machines  in  paral- 
lel side  bays,  as  at  the  Angus  shop  of  the  Canadian 
Pacific  and  the  McKees  Rock  shop  of  the  Pittsburg  & 
Lake  Erie,  is  preferred  by  others,  while,  still  others 
prefer  an  arrangement  with  a  center  bay  containing 
the  erecting  pits  and  machine  bay  on  each  side,  as  at 
the  Topeka  shop  of  the  Atchison  Topeka  &  Santa  Fe 
and  at  the  Du  Bois  shop  of  the  Buffalo,  Rochester  & 
Pittsburg.  Attention  is  just  now  directed  toward  the 
plan  of  locating  the  machine  bays  between  two  rows 


LOCOMOTIVE  SHOP 


37 


of  transverse  erecting  pits  as  at  the  Sayre  shop  of  the 
Lehigh  Valley. 

While  several  different  plans  have  been  mentioned, 'the' 
prevailing  shop  construction  indicates  a  preference  for 
a  long  building  with  erecting  and  machine  floors  in  par- 
allel bays.  Though  there  is  a  marked  difference  in  the 
details  of  various  shops,  this  feature  is  generally  used 
in  up  to  date  shops,  as  securing  the  most  intimate  rela- 
tion between  the  two  departments. 

The  design  and  construction  of  several  locomotive 
shops  conceded  to  be  representative  of  good  modern 
practice,  and  erected  in  such  sequence  that  their  char- 
acteristics might  justly  be  considered  as  tending  to  es- 
tablish a  precedent,  embrace  the  boiler  and  tank  shop 
within  the  same  building  as  the  erecting  and  machine 
shop.  Such  a  locomotive  shop  is  regarded  with  much 
favor  among  a  large  number  of  railway  mechanical  of- 
ficials, but  there  are  many,  on  the  other  hand,  who 
prefer  the  boiler  and  tank  shop  in  a  separate  building. 

The  most  common  arrangement  according  to  the 
former  practice  provides  for  an  assemblage  of  long  nar- 
row bays,  within  the  limits  of  a  single  building,  and 
the  location  of  the  boiler  and  tank  department  as  a 
continuation  of  the  erecting  and  machine  departments 
without  a  definite  division  between  them.  Such  an  ar- 
rangement secures  an  extended  scope  for  the  use  of 
traveling  cranes,  and  allows  a  large  area  to  be  served 
without  necessitating  an  excessive  crane  span.  By  lo- 
cating the  boiler  department  as  an  extension  of  the 
other  two,  a  free  use  of  the  crane  is  available  for  trans- 
ferring boilers,  tubes,  plates  and  other  material,  and 
by  dispensing  with  a  curtain  wall,  or  other  limitations 
of  the  boiler  shop  area,  a  more  flexible  arrangement 
of  the  shop  is  provided. 

LOCATION    OF   BOILER   DEPARTMENT. 

The  operation  of  large  locomotive  shops  shows  that 
in  designing  shops  of  this  kind  it  is  difficult  to  deter- 
mine definitely  how  much  space  should  be  devoted  to 
each  department,  and,  as  locomotive  designs  change, 
or  as  the  motive  power  becomes  older,  or  as  the  amount 
of  manufacturing  for  other  points  on  the  road  in- 
creases, one  department  is  likely  to  become  over- 
crowded. It  is  therefore  considered  expedient  that 
the  erecting,  machine  and  boiler  (including  tank)  de- 
partments should  be  so  arranged  that  their  limits 
may  be  changed  readily  to  suit  new  conditions. 

This  practice,  however,  was  not  followed  in  the  con- 
struction of  the  Louisville  shop  of  the  Louisville  & 
Nashville  Railway.  The  erecting  floor  is  separated 
from  the  boiler  department  by  a  permanent  curtain 
wall  which  determines  absolutely  the  limits  of  each 
department.  The  wrall  is  of  such  height  as  to  permit 
continuous  crane  service  between  the  two  depart- 
ments ;  but  the  management  considers  it  more  satis- 
factory to  impose  a  limit  to  the  floor  space  of  each  de- 
partment. 

At  the  Collinwood  shop  of  the  Lake  Shore  and  Mich- 
igan Southern,  while  the  boiler  department  is  within 
the  locomotive  shop  building,  it  occupies  a  side  bay 


and  is  not  arranged  as  a  longitudinal  continuation  of 
the  other  two  departments.  This  shop  is  composed  of 
four  long  narow  bays.  The  locomotive  erecting  floor 
and  the  boiler  department  occupy  the  outer  bays,  while 
the  machine  tool  department  occupies  the  two  inter- 
mediate bays,  with  the  heavier  machine  tool  equip- 
ment in  the  bay  nearer  the  erecting  floor.  Such  a  re- 
lation between  the  erecting  floor  and  boiler  department 
requires  a  greater  amount  of  handling  in  the  delivery 
of  tubes,  etc.,  between  the  two  departments  than  obtains 
in  a  shop  where  both  are  served  by  the  same  crane 
and  also  requires  a  greater  number  of  movements  over 
the  middle  track  connecting  the  departments  and  serv- 
ing as  the  delivery  track  for  locomotives. 

PROPORTION  OF  DEPARTMENTS. 

Of  prime  importance  in  the  locomotive  shop  is  the 
proper  proportions  between  the  various  departments. 
In  general,  these  are  based  on  the  locomotive  erecting 
stall  as  a  unit  and  the  output  of  the  shop  is  dependent 
upon  the  proper  proportion  of  the  other  departments 
to  so  supply  and  promote  work  on  the  erecting  floor 
that  locomotives  are  repaired  economically  and  returned 
to  service  in  minimum  time. 

There  is  an  evident  diversity  of  opinion  among  rail- 
way officials  regarding  the  proper  proportions  of  loco- 
motive shops.  The  areas  of  some  recent  shops  are 
hardly  indicative  of  best  practice,  in  view  of  the  addi- 
tions to  some  departments  which  have  been  necessary  in 
order  to  keep  pace  with  the  erecting  department. 

Principles  upon  which  certain  shops  were  designed, 
and  the  proportions  based,  have  since  been  rudely  up- 
set by  changes  and  developments  in  locomotive  de- 
sign. Greater  steam  pressures  and  larger  boilers  have 
increased  the  demands  upon  the  boiler  department, 
though,  in  some  cases,  this  has  been  partially  compen- 
sated for  by  the  introduction  of  water  treating  meth- 
ods which  have  materially  increased  the  life  of  boil- 
ers; the  introduction  of  cast  steel  in  many  details  for 
which  forgings  were  formerly  used  almost  entirely, 
has  affected  the  necessary  size  of  the  blacksmith  shop 
by  decreasing  the  demands  upon  that  department ;  and 
the  larger,  heavier  locomotives  of  today  require  greater 
machine  tool  equipment  and  more  developed  facilities 
for  maintaining  repairs. 

In  general,  the  machine  tool  area  required  to  main- 
tain locomotive  repairs  at  minimum  cost  and  maxi- 
mum output,  is  considered  to  be  at  least  fifty  per  cent 
larger  than  the  area  of  the  erecting  floor.  A  shop 
equipped  with  from  6  to  8  machine  tools  per  erecting  pit 
might  be  expected  to  repair  two  locomotives  per  pit  per 
month  when  operated  with  a  good  organization  admin- 
istered under  a  capable  management.  The  output  of 
the  machines  is  the  criterion,  rather  than  the  area  of 
the  department  or  the  number  of  machines  provided.  The 
figures,  therefore,  are  but  approximate. 

Generally  speaking  the  required  area  of  the  boiler 
department  is  looked  upon  as  being  at  least  equal  to 
the  area  of  the  erecting  floor,  and  in  many  instances  a 
boiler  department  33  per  cent  larger  is  favored.  The 


38 


RAILWAY  SHOP  UP  TO  DATE 


proportion  naturally  depends  upon  governing  condi- 
tions, such  as  the  amount  of  new  boiler  construction, 
amount  of  work  for  other  points  on  the  road,  character 
of  water  used,  etc. 

Considering  the  various  factors  involved  in  properly 
proportioning  the  departments  as  well  as  the  condi- 
tions affecting  locomotive  repair  work,  it  may  be  just- 
ly said  that  the  size  and  standing  capacity  of  the  erect- 
ing floor  does  not  limit  the  output  of  the  shop.  This 
limit  is  usually  the  machine  space  and  machine  tool 
equipment  and  by  making  them  large  in  proportion 
to  the  erecting  floor,  a  greater  number  of  locomotives 
may  be  repaired  per  year  on  each  standing  space  than 
could  be  turned  out  otherwise.  The  amount  of  work 
which  can  be  obtained  from  one  locomotive  standing, 
or  erecting  space,  is  dependent  upon  the  number  of 
men  employed  and  the  work  is  flexible.  If  the  machine 
space  and  equipment  are  not  large  enough  to  meet 
this  demand,  it  is  impossible  to  overcome  this  diffi- 
culty. 

STORAGE  OF  LOCOMOTIVE  SKELETONS. 

A  feature  which  should  not  be  overlooked  in  con- 
nection with  the  locomotive  shop  is  the  provision  of 
ample  outside  storage  space  for  temporarily  standing 
the  skeletons  of  locomotives  that  are  in  the  shop  for 
firebox  repairs.  By  placing  the  skeletons  on  special 
trucks  and  running  them  outside,  while  boiler  work  is 
being  done,  the  machine  work  is  taken  care  of  at  the 
same  time  and  the  frames,  cylinders,  etc.,  are  not  tak- 
ing up  valuable  pit  space  which  may  be  used  to  ad- 
vantage by  other  engines. 

NUMBER  OF   LOCOMOTIVE  ERECTING  PITS. 

It  has  been  said  that  good  modern  practice  is  to 
provide  a  number  of  locomotive  repair  pits  equal  to 
about  8  per  cent  of  the  number  of  locomotives  to  be 
maintained.  However,  information  along  this  line  is 
hardly  conclusive  and  depends  on  a  number  of  varia- 
ble conditions. 

ARRANGEMENT    OF    ERECTING    PITS. 

The  arrangement  of  erecting  pits,  or  stalls,  for 
standing  locomotives  during  repair  work,  is  of  much 
interest,  though  the  selection  of  either  the  longitudinal 
or  transverse  system,  seems  rather  one  of  personal 
preference  than  of  actual  advantage.  While  no  conclu- 
sive evidence  is  available  to  show  that  a  greater  out- 
put is  directly  due  to  either  arrangement,  the  selection 
of  transverse  pits  for  several  shops  on  which  construc- 
tion work  has  been  recently  begun  and  for  several 
others  in  which  plans  are  now  in  preparation,  would 
indicate  that  this  arrangement  is  meeting  with  greater 
favor. 

While  earlier  transverse  shops  required  the  service  of 
a  transfer  table  to  facilitate  delivery  of  locomotives 
to  and  from  the  several  erecting  pits,  the  introduction 
of  overhead  traveling  cranes,  capable  of  lifting  and 
transferring  the  heaviest  engines  over  others  stand- 
ing on  the  erecting  floor,  has  so  modified  this  re- 
quirement that  there  is  a  marked  tendency  to  dispense 
with  the  transfer  table  as  an  adjunct  to  the  locomotive 


shop.  At  the  same  time  certain  experiences  would  in- 
dicate that  the  transfer  table  is  being  considered  again 
with  favor  in  some  instances  in  which  it  had  been  once 
precluded. 

Early  transverse  shops,  not  served  by  transfer  tables, 
required  a  fan  tail  approach  to  the  erecting  pits,  con- 
necting with  the  system  of  yard  tracks  or  with  the 
roundhouse  turntable,  and  while  there  are  a  few  old 
shops  with  such  an  approach  still  in  service,  this  ar- 
rangement is  no  longer  used  for  new  designs. 

Before  the  introduction  of  traveling  cranes,  longi- 
tudinal shops  required  an  entering  track  for  each  work- 
ing track  and  it  was  necessary  for  a  locomotive  to  re- 
main on  the  same  track  on  which  it  entered  the  shop, 
until  repairs  were  made  and  the  locomotive  was  ready 
for  delivery. 

With  present  facilities,  a  locomotive  may  be  stripped 
on  one  track  and  later  delivered  to  any  desired  work- 
ing space  on  the  erecting  floor.  When  it  is  ready 
for  delivery,  it  is  again  transferred  by  the  cranes,  and 
no  confusion  need  arise  on  account  of  a  locomotive 
being  blocked  by  others  not  as  far  advanced  in  the 
stages  of  repair. 

It  is  now  the  universal  practice  to  serve  an  erecting 
shop  in  which  the  stalls  are  arranged  longitudinally, 
by  at  least  two  cranes  traveling  on  the  same  level  and 
of  such  capacity  that  a  locomotive  may  be  lifted  and 
transferred  by  both  of  them  operating  together.  A 
crane  of  smaller  capacity  traveling  on  the  same  run- 
ways, is  sometimes  installed  to  serve  the  boiler  de- 
partment and  thus  relieve  the  larger  cranes. 

At  the  Silvis  shops  of  the  Chicago  Rock  Island  and 
Pacific  Railway  an  unusual  arrangement  of  pits  has 
been  introduced.  The  direction  of  the  working  pits 
is  neither  transverse  nor  longitudinal  but  is  diagonal. 

This  layout  is  known  as  the  "herring  bone"  arrange- 
ment and  provides  for  the  erecting  pits  at  an  acute 
angle  with  a  longitudinal  pit  traversing  the  center  of 
the  bay,  on  which  engines  enter  the  shop.  From  the 
entering  track  a  locomotive  is  transferred  to  a  repair 
pit  by  two  traveling  cranes.  The  angle  of  the  pits 
should  be  such  as  would  be  made  by  an  average  length 
locomotive,  hanging  from  the  hooks  of  two  cranes 
when  the  cranes  are  about  to  approach  each  other. 
Due  to  an  error  in  laying  out  the  pits  at  Silvis 
the  actual  angle  is  such"  that  the  cranes  interfere  and 
it  is  necessary  to  lower  one  end  of  a  locomotive  and 
swing  the  other  end  into  place  when  the  first  crane 
has  moved  a  sufficient  distance  to  allow  the  second 
crane  to  approach.  The  inconvenience  caused  by  this 
condition  has  not  been  serious  enough  to  justify  tear- 
ing up  the  pits  and  rebuilding  them  at  the  proper 
angle.  The  experience  of  the  Silvis  shop  would 
indicate  that  while  this  error  causes  some  inconve- 
nience, it  does  not  by  any  means  condemn  the  prin- 
ciple of  so  arranging  locomotive  repair  pits.  The  cen- 
ter track  has  no  pit  except  at  the  ends  of  the  shop 
beyond  the  end  diagonal  pits. 


LOCOMOTIVE  SHOP 


39 


The  erecting  shop  of  the  Pennsylvania  Railroad  at 
Altoona  contains  three  longitudinal  pits,  each  extend- 
ing the  length  of  the  shop.  The  entire  floor  is  served 
by  two  cranes  of  130.000  Ibs.  capacity.  Each  side  pit 
is  served  by  three  wall  cranes  of  4,000  Ibs.  capacity. 
Locomotives  enter  and  leave  the  shop  on  the  center 
track,  on  which  they  are  unwheeled  and  stripped  upon 
entering  and  rewheeled  after  repairs  have  been  made. 
They  are  transferred  from  the  center  track  to  the 
desired  location  on  one  of  the  other  tracks  where 
they  are  dismantled  and  erected,  by  the  two  traveling 
cranes. 

The  length  of  the  arms  of  the  wall  cranes  is  such 
as  to  serve  both  sides  of  a  locomotive  conveniently 
and  at  the  same  time  there  is  sufficient  space  between 
the  ends  of  these  arms  and  a  locomotive  stand- 
ing on  the  center  track,  to  allow  a  locomotive,  being 
transferred  by  the  heavy  cranes,  to  pass  between  the 
center  row  of  locomotives  and  the  wall  cranes  without 
interference. 

Such  an  arrangement  allows  a  free  scope  for  the 
cranes  in  both  light  and  heavy  service.  The  work  of 
one  set  of  cranes  is  allowed  to  continue  without  limit- 
ing the  operation  of  the  other  and  the  congestion  of 
crane  service  sometimes  experienced  on  account  of 
the  limitations  provided  by  both  sets  of  cranes  span- 
ning the  entire  width  of  the  floor  is  obviated. 

Transverse  erecting  shops  served  by  a  transfer  table 
are  usually  served  by  one  crane  capable  of  lifting  a 
locomotive  for  unwheeling  and  wheeling,  as  at  the 
Burnside  shop  of  the  Illinois  Central  and  at  the  Dan- 
ville shop  of  the  Chicago  and  Eastern  Illinois.  Such 
a  shop  is  sometimes  served  by  a  crane  of  light  capa- 
city for  handling  the  smaller  parts  and  by  a  crane  cap- 
able of  lifting  a  locomotive  for  unwheeling  and  wheel- 
ing, but  which  is  not  capable  of  lateral  movement  and 
is  dependent  upon  the  lighter  crane  for  transportation. 
This  method  is  followed  at  the  Baring  Cross  shop  of 
the  Saint  Louis,  Iron  Mountain  and  Southern  and  at 
the  Oelwein  shop  of  the  Chicago  Great  Western.  At  the 
Grand  Rapids  shop  of  the  Pere  Marquette  locomotives 
are  wheeled  and  umvheeled  by  a  stationary  electric  hoist 
serving  a  single  pit.  The  erecting  floor  is  served  by  a 
traveling  crane  of  20,000  Ibs.  capacity. 

In  transverse  shops  not  provided  with  transfer  table 
service,  the  erecting  floor  is  served  by  a  crane  operat- 
ing at  such  height  and  of  sufficient  capacity  as  to  lift 
•A  locomotive  and  transfer  it  above  those  standing  on 
the  floor,  and  by  a  crane  of  about  10  tons  capacity, 
operating  at  a  lo\ver  level,  for  handling  the  lighter 
parts,  as  at  the  Collimvood  shop  of  the  Lake  Shore 
and  Michigan  Southern,  the  McKees  Rocks  shop  of 
the  Pittsburg  and  Lake  Erie,  at  the  Sayre  shop  of  the 
Lehigh  Valley  and  others. 

In  a  shop  of  this  type,  having  24  or  more  pits  on 
one  floor,  operated  to  turn  out  more  than  two  locomo- 
tives per  month  on  each  pit.  the  erecting  floor  should 
be  equipped  with  two  cranes  on  the  upper  level  and 
each  crane  should  be  of  such  capacity  as  to  transfer 


the  heaviest  locomotive  when  the  boiler  contains  three 
gauges  of  water  and  there  is  a  fire  on  the  grate. 

Advocates  of  both  long  and  cross  shops  advance 
arguments  in  regard  to  dimensions  of  buildings,  floor 
area,  etc.,  in  favor  of  one  arrangement  or  the  other  but 
either  arrangement  chosen  should  be  selected  on  ac- 
count of  its  advantages  from  an  operating  standpoint 
rather  than  with  regard  to  original  cost  of  construc- 
tion. It  is  worthy  of  note  that  a  long  shop  seldom 
contains  the  number  of  engines  at  which  its  standing 
capacity  was  originally  rated  when  the  shop  was  put 
into  commission. 

Both  designs  lend  themselves  readily  to  a  desirable 
general  layout  as  is  shown  by  the  ground  plan  ar- 
rangements of  the  Angus  shops  of  the  Canadian  Pa- 
cific and  the  Indianapolis  shops  of  the  Big  Four.  The 
former  is  a  long  shop  and  the  latter  is  a  cross  shop. 
Each  forms  a  part  of  a  layout  which  presents  great 
similarity  in  many  respects  and  each  is  tributary  to  a 
crane  served  runway. 

Much  argument  has  been  presented  with  regard  to 
the  necessity  of  a  turntable  in  connection  with  a  cross 
shop,  for  the  purpose  of  heading  engines  into  the 
shop,  unless  the  shop  is  situated  transversely  with  the 
line  of  yard  tracks.  Practically  the  same  argument 
obtains  with  regard  to  the  longitudinal  shop,  for,  if 
the  shop  is  not  parallel  with  the  yard  system  of  tracks, 
engines  entering  the  shop  must  traverse  a  turntable  or 
curve. 

With  regard  to  the  choice  between  cross  and  long 
shops  it  is  interesting  to  note  that  in  the  two  most 
recently  constructed  shops  on  the  Pennsylvania  Lines 
East,  Olean,  N.  Y.,  and  Trenton,  N.  J.,  the  former  is 
a  transverse  shop  while  the  latter  is  longitudinal,  a 
fact  which  would  seem  to  indicate  that  the  preference 
is  not  determined  even  among  officers  of  the  same 
road. 

Inasmuch  as  the  choice  in  arrangement  of  pits 
seems  to  be  largely  a  matter  of  personal  taste,  it  is 
interesting  to  view  the  discussion  of  the  report  of  the 
committee  on  shop  layouts  presented  at  the  1905  meet- 
ing of  the  American  Railway  Master  Mechanics'  As- 
sociation. 

The  committee  reproduced  in  part  the  work  on  this 
subject  by  Mr.  R.  H.  Soule,  published  in  the  American 
Engineer,  who  was  originally  chairman  of  the  com- 
mittee. Following  a  discussion  of  the  two  arrange- 
ments, Mr.  Soule  sums  up  the  situation  briefly  in  nine 
items  of  comparison  and,  in  totaling  these  several 
items,  attributes  greater  flexibility  to  the  longitudinal 
shop  for  general  use.  His  summary  may  be  expressed 
as  follows : 

Item  1.  With  regard  to  layout  the  longitudinal 
shop  can  be  placed  parallel  to  a  general  line  of  tracks 
and  entered  by  direct  track  connections,  while  with 
the  transverse  shop,  if  placed  parallel  to  a  general  line 
of  tracks,  it  must  be  entered  by  a  turntable. 

Item  2.  From  a  structural  standpoint,  the  distance 
between  roof  trusses  over  erecting  floor  in  the  Ion- 


40 


RAILWAY  SHOP  UP  TO  DATE 


gitudinal  shop  can  be  determined  by  conditions  of 
economy  alone.  In  the  transverse  shop  this  distance 
must  be  the  same  as  spread  of  stalls  tracks  whether 
economical  or  not. 

Item  3.  The  longitudinal  shop  is  less  compact  and 
the  transverse  shop  more  compact. 

Item  4.  Considering  access  from  other  shops,  in 
the  longitudinal,  traffic  must  be  across  the  pits.  In 
the  transverse  shop  it  is  not  necessary  to  cross  the 
pits. 

Item  5.  Lighting,  both  day  and  night,  is  more  dif- 
ficult in  the  longitudinal  shop  and  in  the  transverse 
shop  is  easier  and  better. 

Item  6.  In  lifting  engines  in  the  longitudinal  shop, 
it  is  necessary  to  lift  them  only  high  enough  to  clear 
driving  wheels,  consuming  less  time,  while  in  the  trans- 
verse shop  engines  have  to  be  lifted  high  enough  to 
clear  adjacent  engines,  consuming  more  time. 

Item  7.  In  moving  engines  horizontally  in  the  lon- 
gitudinal shop  less  distance  is  covered  under  average 
conditions.  In  the  transverse  shop  more  distance  is 
covered  under  average  conditions. 

Item  8.  In  dropping  engines  on  their  wheels  in  the 
longitudinal  shop  this  work  includes  more  use  of 
cranes  and  less  manual  labor  (in  handling  wheels), 
while  in  the  transverse  shop  this  work  is  clone  with 
less  use  of  cranes  and  more  manual  labor. 

Item  9.  As  a  summary  of  these  various  points, 
greater  flexibility  is  attributed  to  the  longitudinal 
shop  and  less  to  the  transverse  shop. 

In  discussing  these  several  items  Mr.  F.  F.  Gaines, 
then  mechanical  engineer  of  the  Philadelphia  and 
Reading  Railroad,  argues  as  follows : 

Item  1.  The  first  item  may  be  stricken  out  from 
general  consideration  as  it  applies  only  to  localities 
where  the  ground  space  is  limited  and  governs  a 
design  rather  than  the  general  utility  of  the  shop  itself. 

Item  2.  From  data  given  in  report  it  is  seen  that 
the  width  of  bays  necessary  with  either  class  averages 
nearly  the  same,  being  65^  feet  for  the  longitudinal, 
68  feet  for  the  transverse  with  cranes  on  one  level  and 
63}4  feet  for  transverse  with  cranes  on  two  levels. 

Item  3.  Admits  desirability  of  transverse  arrange- 
ment. 

Item  4.  Admits  desirability  of  transverse  arrange- 
ment. 

Item  5.  Admits  desirability  of  transverse  arrange- 
ment. 

Item  6.  Lifting  engines:  Unless  at  all  times  the 
middle  track  of  the  transverse  shop  is  kept  open,  or 
sufficient  space  between  the  tracks  is  left  for  stand- 
ing an  engine,  it  will  be  necessary  to  lift  the  engines 
over  other  engines,  either  to  bring  them  in  or  take 
them  out.  If  the  middle  track  is  kept  open  or  space 
between  the  tracks  is  allowed  it  becomes  a  very  uneco- 
nomical distribution  of  floor  space.  On  the  other 
hand,  granting  it  takes  more  time  to  lift  engines  in  a 
transverse  shop,  which  is  questionable,  the  amount  of 


such  time  is  small  and  affects  only  a  very  small  per- 
centage of  the  force. 

Item  7.  For  the  same  reasons  as  given  under  Item 
6,  it  is  questionable  if  it  is  at  all  favorable  to  a  longi- 
tudinal shop. 

Item  8.  If  the  work  is  handled  properly  there  is 
absolutely  no  difference  in  either  system,  in  either 
time  or  manual  labor. 

Mr.  Gaines  adds  two  items  not  included  in  Mr. 
Soule's  summary  which  cover  the  distribution  of  ma- 
terial. One  refers  to  access  to  machines  and  move- 
ment of  men  to  and  from  tool  room  and  is  very  deci- 
dedly in  favor  of  the  transverse  arrangement ;  and  the 
other  covers  the  storage  of  wheels,  handling  and  stor- 
ing locomotive  parts  during  repairs,  the  transverse 
shop  affording  much  more  flexible  arrangement  as 
well  as  keeping  the  shop  looking  much  neater. 

Item  9,  being  a  summary  of  various  points  for  and' 
against  the  two  systems,  would  then  appear  as  fol- 
lows: 

With  Items  1,  2,  6,  7,  and  8  equally  favorable  and 
Items  3,  4  and  5,  in  addition  to  the  two  items  by  Mr. 
Gaines,  he  considers  the  summary  in  favor  of  the 
transverse  arrangement. 

SIZE  OF  SHOPS. 

The  size  of  the  shop  is  determined  by  the  number 
of  locomotives  to  be  maintained  and  by  the  number 
which  it  is  decided  to  turn  out  per  year  or  per  month. 
This  determination  is  based  upon  the  locomotive  erect- 
ing or  standing  space  as  a  unit,  whether  the  arrange- 
ment of  the  erecting  floor  is  on  the  transverse,  longi- 
tudinal or  diagonal  plan.  The  past  and  present  pro- 
portions of  areas  are  hardly  conclusive  of  best  practice, 
yet  to  some  extent  they  naturally  form  a  guide  for 
other  shops  under  consideration,  when  sufficient  data 
is  available  concerning  the  various  governing  condi- 
tions. 

WIDTH  OF  ERECTING  BAY. 

In  the  longitudinal  shop  the  distance  between  pits 
is  an  essential  factor  in  the  width  (distance  between  crane 
columns)  of  the  erecting  bay.  General  usage  has 
established  three  pits  or  tracks  as  common  practice.  In 
the  earliest  shops  the  distance  between  centers  of  pits  was 
IS  feet  and  later  19  and  20  feet,  until  22  feet  is  now  con- 
sidered the  most  satisfactory  distance,  though  there  are 
instances  where  this  has  been  exceeded  as  at  the  Union 
Pacific  shops  at  Omaha  and  the  Atchison,  Topeka  and 
Santa  Fe  shops  at  Topeka,  where  the  distance  between 
centers  of  pits  is  23  feet,  and  at  the  Angus  shops  of  the 
Canadian  Pacific,  where  the  distance  is  2-1  feet  9  inches. 

In  transverse  shops,  distance  bet\veen  pits  naturally 
has  no  effect  upon  the  width  of  the  erecting  bay.  The 
governing  factor  determining  the  distance  between 
pits  is  the  same  in  both  long  and  cross  shops  and  de- 
pends upon  the  space  required  for  workmen  and  for 
handling  material,  the  location  of  work  benches,  the 
disposition  of  such  parts  of  the  locomotive  as  are  not 
distributed  to  different  departments  and  machines. 


LOCOMOTIVE  SHOP 


41 


provision  for  storing  cabs,  and  the  use  of  portable  ma- 
chine tools  on  the  erecting  floor,  etc. 

The  width  of  the  bay  in  the  cross  shop  is  governed 
by  the  length  of  the  largest  locomotive  likely  to  be 
repaired  in  the  shop,  the  provision  for  an  open  pas- 
sage way  or  aisle  forward  of  the  locomotives  stand- 
ing on  the  pits  and  of  sufficient  width  to  provide  for 
handling  boiler  tubes  in  a  manner  that  will  not  ob- 
struct the  passage  way.  The  necessity  for  a  bay  wider 
than  that  to  meet  these  requirements,  depends  upon 
the  provision  for  the  disposition  of  driving  wheels.  In 
some  shops  driving  wheels  are  stored  back  of  the 
engine  to  which  they  belong  and  on  an  extension  of 
the  pit  and  driving  boxes  are  fitted  to  the  axles  while 
in  this  location.  This  is  the  practice  of  the  Burnside 
shops  of  the  Illinois  Central  Railroad,  where  the  width 
of  the  bay  between  inner  faces  of  crane  columns  is  74 
feet  6  inches. 

At  the  Collimvood  shops  of  the  Lake  Shore  and 
Michigan  Southern  Railway  a  comparatively  narrow 
erecting  bay  is  secured  by  a  satisfactory  provision 
for  handling  driving  wheels.  The  tracks  of  the  erect- 
ing pit  extend  into  the  adjacent  bay  and  when  wheels 
are  removed  they  are  rolled  back  of  the  engine  into 
the  heavy  machine  tool  bay,  where  they  are  handled 
by  the  lighter  crane,  an  arrangement  which  has  the 
furter  advantage  of  relieving  the  cranes  over  the  erect- 
ing floor.  Wheels  are  handled  similar!}-  at  the  McKees 
Rocks  Shops  of  the  Pittsburg  and  Lake  Erie. 

Sometimes  engine  trucks  are  repaired  on  the  erect- 
ing pits  in  front  of  an  engine,  but  this  practice  would 
not  seem  to  justify  its  being  a  factor  in  widening  the 
erecting  bay  to  accommodate  this  work.  It  would 
seem  more  satisfactory  to  handle  all  truck  work  in  a 
section  reserved  for  this  purpose,  where  it  could  be 
handled  by  a  special  gang  repairing  all  trucks  for  the 
entire  shop.  Where  this  is  not  provided  for,  it  would 
seem  more  satisfactory  to  repair  the  truck  on  the  floor 
between  the  pits  where  it  will  not  form  an  obstruc- 
tion to  movement  up  and  down  the  shop  and  will  not 
interfere  with  the  erection  of  scaffolds  and  other  provi- 
sions necessary  in  handling  boiler  tubes. 

With  cross  shops  the  erecting  bay  is  sometimes 
made  wider  than  the  requirement  of  the  erecting  de- 
partment in  order  to  provide  for  the  location  of  a  few 
heavy  tools  within  the  limits  of  the  erecting  bay  where 
they  can  be  served  by  the  erecting  floor  crane.  This 
practice  is  followed  at  the  Danville  shop  of  the  Chi- 
cago and  Eastern  Illinois  and  to  some  extent  at  the 
Richmond  Hill  shop  of  the  Long  Island  Railroad. 

"The  greatest  distance  between  crane  columns  in  a  lon- 
gitudinal erecting  bay,  of  which  information  is  at  hand, 
is  in  the  shop  of  the  Central  Railroad  of  New  Jersey  at 
Elizabethport.  N.  J..  where  this  distance  is  79  feet  4 
inches.  The  distance  between  centers  of  pits  is  22 
feet  and  the  distance  from  centers  of  outside  pits  to 
crane  columns  is  17  feet  8  inches.  This  latter  dis- 
tance is  greater  at  the  Elizabethport  shop  than  at  the 


other  shops,  and  therefore  necessitates  a  wider  erecting 
floor  bay. 

The  more  common  distance  from  center  of  outside 
pit  to  inner  face  of  crane  column  is  between  eleven 
and  twelve  feet.  Assuming  11  feet  6  inches  as  repre- 
senting general  practice  and  that  22  feet  between  cen- 
ters of  pits  provides  ample  space  for  ordinary  working 
conditions,  it  would  seem  fair  to  draw  the  conclusion 
that  the  width  of  erecting  bay  between  faces  of  crane 
columns  for  longitudinal  shops  is  67  feet. 

By  examining  the  available  dimensions  of  several 
locomotive  shops  having  cross  pits  it  is  found  that 
the  maximum  width  of  bay  between  faces  of  crane 
columns  is  74  feet  6  inches,  at  the  Burnside  shops  of 
the  Illinois  Central.  This  is  an  extreme  case  and  is 
hardly  conclusive  of  desirable  practice.  Wheels  are 
stored  behind  engines  -standing  on  the  pits,  and  be- 
tween ends  of  pits  and  the  crane  columns  is  a  wide 
passage  way  or  aisle  which  at  one  "time  contained  a 
standard  gauge  track,  since  removed.  At  one  end  of 
the  shop,  a  portion  of  this  space  has  been  used  for  the 
location  of  a  large  wheel  lathe  within  range  of  the 
erecting  floor  crane. 

While  the  minimum  is  represented  by  the  Chicago 
Great  Western  shop  at  Oelwein,  and  the  Wisconsin 
Central  shop  at  Fond  du  Lac,  where  width  of  bay  is 
57  feet  4  inches  and  57  feet  8  inches  respectively,  an 
approach  to  a  very  satisfactory  width  of  bay  seems  to 
have  been  determined  upon  at  Collinwood  on  the  Lake 
Shore  and  Michigan  Southern  Railway  where  this  dis- 
tance is  64  feet  2  inches.  At  the  McKees  Rocks  shop 
of  the  Pittsburg  and  Lake  Erie  very  satisfactory  results 
appear  to  be  obtained  with  an  erecting  bay  60  feet  2 
inches  wide.  The  arrangement  of  erecting  and  ma- 
chine bays  at  McKees  Rocks  is  very  similar  to  that  at 
Collinwood,  where  there  are  two  machine  bays,  both  on 
the  same  side  of  the  erecting  bay. 

It  would  seem  then  that  a  narrower  locomotive 
erecting  bay  may  be  used  to  advantage  with  the  trans- 
verse shop  than  with  the  longitudinal  shop,  though 
the  difference  is  so  small  as  hardly  to  be  considered. 

MACHINE   BAY. 

The  practice  of  modern  shops  points  to  a  custom 
of  providing  at  least  two  machine  tool  bays.  One  bay 
is  crane  served  and  contains  the  majority  of  machines 
for  heavy  work,  wheel  lathes,  tire  boring  mills,  frame 
planers,  slotters,  drills,  etc.  The  bay  containing  the 
heavy  tools  is  naturally  next  to  the  erecting  floor  in 
order  to  minimize  travel  in  delivery  of  material  be- 
tween erecting  floor  and  machines. 

The  second  bay  usually  contains  lighter  tools  and  is 
not  often  served  by  long  distance  traveling  cranes.  It 
is  not  unusual  to  find  many  machines  in  this  bay 
served  by  traveling  hoists  or  swinging  jib  cranes. 
The  tool  room  and  office  are  frequently  placed  in  this 
bay. 

In  a  number  of  modern  shops  the  bay  containing 
lighter  tools  is  often  entirely  or  partially  covered  by  a 
gallery  or  balcony  in  order  to  enlarge  the  area  of  machine 


42 


RAILWAY  SHOP  UP  TO  DATE 


tool  space  without  increasing  the  ground  area  of  the 
buildings  as  a  whole.  Such  a  balcony  commonly  contains 
machine  tools  for  lightest  service,  such  as  brass  work, 
light  turret  lathes,  etc.,  and  commonly  the  tin  and  cop- 
per smith  departments. 

AREA  OF  ERECTING  FLOOR. 

In  cross  locomotive  shops  the  erecting  floor  area  per 
pit  varies  in  present  shops  of  which  information  is  avail- 
able, from  about  1,300  square  feet  to  2,288  square  feet. 
This  area  at  the  St.  Paul  shop  of  the  Omaha  Railroad  is 
1,320  square  feet;  at  Fond  du  Lac,  1,420;  Reading, 
1,523;  Denver,  1,599;  McKees  Rocks,  1,598;  Baring 
Cross,  1,500;  Collinwood,  1,535;  Sayre,  1,647;  Oak 
Grove,  2,288.  These  figures  are  selected  from  large  as 
well  as  small  shops,  and  from  old  and  new  shops  and 
indicate  that  the  area  of  the  erecting  floor  per  pit  does 
not  vary  according  to  the  size  of  the  shop,  and  while 
this  area  varies  in  different  shops,  it  cannot  be  said  either 
to  have  increased  or  decreased  with  the  progress  of 
time. 

With  longitudinal  shops  the  area  of  erecting  floor  per 
pit  varies  from  1,667  square  feet  at  Omaha,  Union 
Pacific  Railway  to  2,000  square  feet  at  Elizabethport, 
Central  Railroad  of  New  Jersey.  There  are  so  many 
shops  in  which  the  area  of  erecting  floor  per  pit  is  about 
1,700  square  feet  as  to  indicate  that  this  ratio  is  satisfac- 
tory in  long  shops.  The  larger  area  noted  at  Elizabeth- 
port  is  due  to  the  greater  distance  from  outside  pit  to 
limits  of  floor  than  obtains  in  most  shops. 

At  the  Silvis  shop  of  the  Rock  Island  Railroad, 
which  is  arranged  according  to  the  herring  bone  plan, 
the  area  of  erecting  floor  per  pit  is  1,910  square  feet. 

The  number  of  peculiar  governing  conditions  which 
enter  as  factors  in  determining  the  proportion  between 
machine  floor  and  erecting  floor,  renders  difficult  any 
attempt  to  formulate  a  rule  governing  this  relationship. 
The  relative  proportions  existing  between  these  two 
departments  and  the  demand  for  machine  tool  space  gen- 
erally felt  at  practically  all  shops,  would  indicate  the 
necessity  of  a  much  larger  area  per  pit  for  the  machine 
floor  than  for  the  erecting  floor.  The  figures  represent- 
ing the  area  of  machine  floor  per  pit  are  very  similar  to 
those  representing  the  erecting  floor,  and  vary  from  .85 
to  1.5  of  the  area  of  the  erecting  floor  per  pit. 

AREA   OF   MACHINE   FLOOR. 

Quotations  from  those  shops  just  mentioned  in  con- 
nection with  the  erecting  floor  would  indicate  the  trend 
in  this  connection.  The  machine  floor  area  per  erecting 
pit  is  as  follows :  St.  Paul  shops  of  Omaha  Railroad, 
1,426;  Fond  du  Lac,  1,419;  Reading,  2,123;  Denver, 
1,419;  McKees  Rocks,  2,340;  Baring  Cross,  1,365;  Col- 
linwood, 2,208;  Sayre,  2,039;  and  Oak  Grove,  1,294. 

While  none  of  the  shops  now  in  operation  would 
warrant  the  conclusion,  the  experience  of  many  shops  for 
want  of  space  would  seem  to  justify  a  recommendation 
of  machine  floor  area  per  pit  equal  to  at  least  twice  the 
erecting  floor  area  per  pit.  The  indications  are  that  pres- 
ent erecting  floor  areas  are  sufficient  to  meet  require- 
ments. That  greater  machine  floor  space  is  required  is 


evident  at  many  shops.  A  certain  mechanical  official 
expressed  the  opinion  that  present  railroad  shops  lead 
him  to  the  conclusion  that  the  general  tendency  is  to  pro- 
vide machine  tool  space  entirely  too  small  for  the  erect- 
ing floor  and  his  recommendation  would  be  three  to  one. 
Such  an  opinion  is  shared  by  others  as  well. 

By  concentrating  a  large  number  of  men  around  a 
locomotive  to  push  erecting  and  boiler  repair  work,  rapid 
progress  can  be  made  when  the  finished  material  is 
available.  Unless  the  machine  work  and  that  of  the 
sub-departments  can  be  made  to  keep  pace  with  or  ahead 
of  the  erecting  floor,  it  would  seem  uneconomical  to  use 
a  large  number  of  pits  as  storage  spaces  rather  than 
working  spaces. 

Where  the  practice  is  followed  of  inspecting  engines 
before  they  leave  the  divisions  to  which  they  belong  for 
the  purpose  of  ordering  necessary  material  in  advance  and 
thus  be  prepared  when  the  engines  arrive  at  the  main 
shop,  it  is  possible  to  push  forward  a  certain  portion  of 
the  machine  work.  This  provides  another  factor  which 
commends  the  larger  machine  floor  area. 

There  is  a  difference  of  opinion  concerning  the  num- 
ber of  machine  tools  which  should  be  provided  per  pit  in 
a  locomotive  repair  shop.  The  argument  in  favor  of 
increasing  the  machine  floor  area  naturally  refers  to  an 
enlarged  tool  capacity.  At  the  same  time,  however,  the 
general  reference  to  machine  space  includes  space  pro- 
vided for  the  several  sub-departments  which  are  main- 
tained within  the  limits  of  the  machine  floor. 

RELATIVE  AREAS  OF  ERECTING  AND  MACHINE  FLOORS. 

Existing  shops  are  not  sufficiently  alike  in  all  details 
to  determine  a  definite  opinion  or  to  allow  specific  con- 
clusions to  be  drawn.  Though  the  more  recently  con- 
structed shops  are  much  larger  than  the  older  shops  and 
are  designed  to  handle  the  larger  power  of  the  present, 
the  relative  size  of  the  machine  floor  as  based  on  the 
size  of  the  erecting  floor  is  not  much  larger  than  in  the 
older  shops  and  there  is  as  much  variation  among  the  new 
ones  as  among  the  old. 

A  selection  of  several  examples  shows  that  the  ratio 
of  the  machine  floor  area  to  erecting  floor  area  varies 
from  .65  to  1.66.  Referring  now  particularly  to  shops 
which  may  be  considered  among  the  old  ones  built  at 
a  time  when  engines  now  looked  upon  as  light  represent- 
ed modern  power,  it  is  interesting  to  note  that  the  area 
of  the  erecting  shop  at  Oelwein  is  larger  than  the  machine 
shop  and  that  the  ratio  of  machine  floor  to  erecting  floor 
is  .65.  At  the  West  Burlington  shop  of  the  Chicago, 
Burlington  &  Quincy  and  at  the  Bloomington  shop  of  the 
Chicago  &  Alton  these  floors  are  of  the  same  size. 

Among  the  older  shops  remodeled  to  meet  the  condi- 
tions of  the  present  date  practice,  the  ratio  of  machine 
floor  to  erecting  floor  is  1.48  at  thf  Omaha  shop  of  trie 
Union  Pacific,  and  1.8  at  the  Chicago  shops  of  the  Chi- 
cago and  Northwestern.  Considering  some  of  the  new 
shops  built  since  1902  there  is  as  much  variation  as 
among  those  previously  considered.  This  ratio  is  .87  at 
the  Silvis  shop  of  the  Chicago.  Rock  Island  and  Pa- 
cific ;  1.00  at  the  Danville  shop  of  the  Chicago  and  East- 


LOCOMOTIVE  SHOP 


43 


ern  Illinois ;  1.02  at  the  Indianapolis  shop  of  the  Big 
Four  Railway  now  under  construction;  1.42  at  the  Col- 
linwood  shop  of  the  Lake  Shore  and  Michigan  South- 
ern ;  1.43  at  the  McKees  Rocks  shop  of  the  Pittsburg 
and  Lake  Erie,  and  1.5  at  the  Topeka  shop  of  the 
Atchison,  Topeka  and  Santa  Fe. 

While  these  figures  show  that  it  is  coming  to  be  ap- 
preciated that  a  larger  machine  floor  area  is  necessary, 
they  do  not  indicate  this^  fact  to  the  same  extent  as  is 
evident  from  the  additions  being  made  to  some  present 
shops.  In  most  cases  this  addition  is  being  provided  for 
by  a  balcony  or  second  floor.  However,  at  the  Reading 
shop  of  the  Philadelphia  and  Reading  additional  build- 
ings are  being  erected  in  connection  with  those  already 
erected.  Where  the  original  erecting  bay  contained  103,- 
600  square  feet  and  the  orignal  machine  bay  contained 
44,400  square  feet,  100,000  square  feet  have  been  added 
by  extensions,  now  making  the  total  area  of  the  machine 
bay  144,400  square  feet  and  providing  a  ratio  of  machine 
floor  area  to  erecting  floor  area  of  1.39. 

FLOOR   SPACE   PER   MACHINE, 

Because  of  the  irregular  sizes  and  shapes  of  the 
ground  plans  of  the  various  classes  of  machine  tools  and 
the  difference  in  the  nature  of  the  work  handled,  it  is 
practically  impossible  to  assign  a  definite  amount  of 
space  per  machine,  even  in  proportion  to  the  area  occu- 
pied by  the  machine  itself,  that  will  apply  to  all  machines. 
It  has  been  said  that  for  each  machine  the  floor  space  re- 
quired for  operator,  proper  handling  of  work,  etc,  is  very 
nearly  equal  to  twice  the  area  occupied  by  the  machine 
itself,  the  area  occupied  by  a  machine  being  considered  as 
equal  to  the  product  of  its  extreme  dimensions,  and  that 
the  floor  space  required  in  aisle  room  and  general  pass- 
ageway will  be  approximately  equal  to  25  per  cent  more 
than  the  space  occupied  by  the  machine. 

It  is  impossible,  however,  to  formulate  a  definite  rule 
which  might  be  considered  at  all  practical  for  all  ma- 
chines because  of  the  many  varying  conditions  which 
govern  not  only  the  location  of  the  machine  but  the  space 
which  must  be  provided  around  it.  It  would  seem,  there- 
fore, that  the  most  practical  method  of  arranging  the 
machine  tool  layout  is  the  old-time  drawing-board  method 
with  pieces  of  paper  cut  to  the  same  scale  as  the  draw- 
ing of  the  shop  floor  plan.  In  following  this  each  ma- 
chine may  be  provided  for  individually  according  to  the 
group  in  which  it  belongs  and  according  to  the  class  of 
work  to  be  handled  by  the  particular  machine. 

AISLE  SPACE. 

The  provision  for  the  movement  and  delivery  of  ma- 
terial is  a  very  important  factor  in  arranging  the  ma- 
chine tool  layout.  Those  shops  which  are  operated  most 
successfully  are  so  arranged  as  to  maintain  an  aisle  ex- 
tending the  full  length  of  each  bay  as  an  avenue  for 
delivery,  with  transverse  aisles  at  intervals,  for  transpor- 
tation across  the  machine  bay,  to  the  erecting  bay,  or 
leading  to  a  door  connecting  with  the  shop  yard.  Where 
sufficient  space  is  not  provided  for  standing  material 
around  each  machine,  such  aisle  space  is  infringed  upon 


to  the  extent  of  seriously    obstructing    and    interfering 
with  distribution  of  material. 

GROUPING  OF   .MACHINES. 

The  machine  tool  layout  and  arrangement  of  sub-de- 
partments of  new  shops  and  progressive  changes  in  the 
older  ones,  together  with  the  now  more  general  practice 
of  gang  work,  shows  a  keener  appreciation  of  economy 
in  working  methods  and  increase  in  output  obtained  by 
grouping  and  specializing  all  work  of  the  same  class. 
This  applies  to  the  systematic  grouping  of  machines  in 
order  that,  after  an  engine  has  been  stripped,  the  parts 
cleaned  and  delivered  to  a  gang  or  sub-department,  the 
various  parts  will  require  the  least  possible  amount  of 
movement  while  undergoing  repair. 

An  example  of  such  organization  is  manifest  in  con- 
nection with  work  on  driving  wheels,  in  \vhich  is  in- 
cluded tires,  journals,  hub  plates,  driving  box  work,  ec- 
centrics, straps,  etc.  By  locating  near  together  the  several 
sub-departments  in  which  all  such  repair  work  is  done, 
the  movement  necessary  in  advancing  from  one  stage  to 
the  next  is  reduced  to  a  minimum.  It  is  now  very  com- 
mon practice  to  pursue  all  wheel  work  on  the  machine 
floor,  so  that  when  a  pair  of  driving  wheels  is  returned 
to  the  erecting  floor  there  is  little  more  to  be  done  by 
the  floor  gang  beyond  putting  up  the  binders,  shoes  and 
wedges  and  connecting  the  motion  work. 

Therefore,  by  grouping  machines  and  all  necessary 
facilities  the  movement  of  wheels  is  reduced.  This  in- 
cludes such  location  of  large  and  small  boring  mills, 
wheel  lathes,  quartering  machine,  driving  box  equipment, 
tire  setting  equipment,  etc..  that  there  will  be  the  smallest 
possible  amount  of  movement  of  the  several  parts  con- 
cerned after  a  pair  of  wheels  has  been  delivered  to  the 
machine  floor. 

In  both  machine  tool  bays  good  practice  indicates  the 
use  of  swinging  jib  cranes  and  traveling  hoists  to  facili- 
tate handling  material  in  sub-departments.  For  instance 
the  movement  of  driving  boxes  to  and  from  benches, 
planers,  boring  mill,  drill,  etc.,  and  in  laying  out  equip- 
ment provision  is  made  to  group  the  several  machines 
in  order  to  serve  a  specific  sub-department,  and  thus 
minimize  the  travel  of  material. 

In  the  heavier  machine  tool  bay  good  practice  is  to 
serve  individual  machines  and  groups  of  machines  by 
swinging  jib  cranes  or  hoists  in  order  to  relieve  the 
traveling  cranes.  Planers  are  sometimes  placed  in  bays 
not  served  by  cranes,  yet  they  are  so  situated  that  their 
tables  may  be  run  out  under  the  crane  of  the  next  bay. 
so  that  they  are  practically  crane  served.  This  is  notice- 
able at  the  Terminal  Railroad  Association  of  St.  Louis 
shop  at  East  St.  Louis:  McKees  Rocks  shop  of  the 
Pittsburg  and  Lake  Erie;  at  the  Danville  shop  of  the 
Chicago  and  Eastern  Illinois,  and  others. 

In  the  Sayre  shop,  practically  all  machine  tool  equip- 
ment is  under  crane  service.  This  is  an  excellent  feature 
However,  the  departments  for  rod  work,  motion  work, 
air  brake  lubricators,  gauges,  etc.,  are  under  the  gallery, 
and  while  this  location  is  not  dark  in  the  Sayre  shop, 
such  a  location  as  a  general  proposition  does  not  seem 


44 


RAILWAY  SHOP  UP  TO  DATE 


preferable  in  view  of  the  nature  of  the  work  required 
at  the  benches. 

At  the  Angus  shops  of  the  Canadian  Pacific,  there  are 
two  machine  bays,  both  on  the  same  side  of  the  erecting 
floor.  The  wider  bay,  next  to  the  erecting  bay,  is  crane 
served  throughout  and  contains  the  larger  machine 
tools.  The  benches  for  motion  work,  rod  work,  air 
brake  repairs,  etc.,  are  located  in  this  bay.  The  benches 
are  placed  in  the  same  vicinity,  so  that  these  several  de- 
partments are  practically  grouped,  and  this  arrangement 
commends  itself  as  superior  to  placing  benches  for  such 
work  along  walls,  in  corners,  or  in  out  of  the  way 
places. 

Above  the  outer  bay  is  a  gallery  in  which  the  tin  and 
coppersmith  departments  are  located.  The  bay  beneath 
the  gallery  is  not  served  by  a  traveling  crane,  except 
in  a  small  section,  where  engine  truck  repairs  are  made. 
Machine  tools  for  lighter  work  are  located  in  this  bay. 

The  arrangement  of  machine  tools  in  the  Angus  loco- 
motive shop  is  representative  of  systematic  grouping  in 
order  to  reduce  the  cost  of  repairs  and  to  increase  the 
output  of  the  shop.  The  machines  are  located  in  large 
groups,  each  arranged  for  a  certain  class  of  work.  The 
machines  for  wheel  work  are  located  at  the  end  of  the 
shop  nearer  the  midway.  There  is  a  wheel  storage  track 
beside  the  central  supply  track.  Adjacent  to  this  track 
on  the  erecting  side  are  five  wheel  lathes  and  the  quar- 
tering machines.  The  machine  shop  traveling  crane 
covers  this  space  and  is  used  for  placing  the  wheels  in 
and  out  of  machines.  The  wheel  press  is  located  at  the 
end  of  the  building  in  line  with  the  lathes.  This  press 
is  served  by  a  jib  crane  attached  to  a  steel  column,  and 
has  a  small  electric  chain  hoist.  The  open  space  in  front 
of  the  press  is  used  for  the  setting.  All  the  machines 
for  driving  and  truck  wheels,  such  as  boring  mills,  axle 
lathes,  milling  machines,  etc.,  are  located  on  the  other 
side  of  the  central  supply  track. 

The  next  group  of  machines  is  for  cylinders,  trucks 
and  driving  box  fittings.  There  is  a  clear  floor  space 
for  some  distance,  with  lateral  tracks  and  numerous  jib 
cranes,  supporting  air  hoists  used  for  repairing  engine 
trucks.  The  large  cylinder  planer  and  cylinder  boring 
machine  are  placed  in  line  with  the  wheel  lathes  and  are 
served  by  the  shop  crane.  Across  the  track  are  located 
machines  for  driving  box  fittings.  The  cleaning  vats 
are  placed  in  an  addition  just  outside  of  the  machine 
shop  wall. 

The  next  machines  are  the  large  frame  planer,  triple 
head  frame  slotter  and  multiple  spindle  frame  drill. 
Across  the  track  from  these  are  machines  for  cross- 
head  and  piston  work,  as  well  as  machines  for  lighter 
framework.  The  next  group  of  machines  consists  of 
planers,  slotters,  milling  machines,  etc.,  for  rod  work. 
There  are  also  a  number  of  benches  for  fitting  in  this 
group.  There  are  a  large  number  of  jib  cranes  in  this 
section.  The  next  group  of  machines  is  used  for  valve 
motion  and  general  machine  shop  work.  Following 
these  are  the  machines  and  floor  space  for  brake  and 


spring  work,  scale  repairs,  air  brake  work  and  steam- 
pipe  fitting. 

The  rest  of  the  main  floor  of  the  machine  side  is  taken- 
up  with  machines  for  boiler  work.  The  first  part  has 
the  flue  department,  with  the  regulation  machines  and 
furnaces,  and  a  chain  wet  flue  rattler.  The  latter  machine 
is  of  interest  on  account  of  the  small  amount  of  time 
required  in  changing  flues.  This  work  has  been  accom- 
plished in  six  minutes.  The  other  boiler  shop  machines 
are  arranged  on  either  side  of  the  central  track  to  the 
end  of  the  building  and  include  a  number  of  hydraulic 
punches  and  shears,  as  well  as  those  driven  by  motors. 
This  section  has  a  large  number  of  jib  cranes  with  chain 
hoists,  driven  by  air  motors.  The  hydraulic  pump  and 
accumulator  are  located  in  the  corner  on  this  side  of  the 
building.  The  hydraulic  riveters,  of  which  there  are 
two,  one  with  17  ft.  gap  and  one  of  6,  are  located  at 
this  end  on  the  erecting  side,  where  fitting  up  boilers 
and  tank  work  is  done. 

In  the  gallery  are  located  the  small  machines  of  all 
kinds  for  light  work,  including  a  tin  shop,  bolt  depart- 
ment, brass  work,  tool  work,  etc. 

STORAGE   OF   DISMANTLED   PARTS. 

Provision  for  the  storage  of  dismantled  locomotive 
parts  which  are  not  delivered  to  special  repair  depart- 
ments or  to  some  of  the  various  machines  is  a  very 
important  consideration.  The  practice  of  providing  pits 
beneath  the  floor,  with  movable  covers,  for  the  storage 
of  such  parts  has  generally  been  looked  upon  with  dis- 
approval, and  this  method  is  now  seldom  installed. 

Several  shops  have  used  a  specially  designed  rack  on 
which  the  parts  are  stored  while  an  engine  is  in  the  shop, 
and  this  arrangement  has  proved  very  satisfactory.  In 
some  instances  a  plan  adopted  provides  for  storing  the 
cabs  on  this  rack,  supported  by  specially  designed  arms. 
This  arrangement  has  not  proved  successful,  and  it  would 
seem  more  expedient  to  store  the  cabs  outside  of  the 
shop  and  preferably  in  a  space  served  by  an  outdoor 
crane  in  order  that  they  may  be  handled  at  minimum 
expense. 

At  the  Louisville  shop  of  the  Louisville  &  Nashville 
Railway  provision  for  dismantled  parts  is  made  in  a  very 
satisfactory  manner  by  a  platform  supported  by  the  col- 
umns between  the  erecting  and  machine  bays.  This 
platform  extends  from  one  column  to  the  next  through- 
out the  length  of  the  erecting  floor  and  is  carried  at  such 
height  that  it  does  not  interfere  with  transportation  or 
passage  between  the  two  bays.  By  storing  these  parts 
above  the  floor  they  are  kept  out  of  the  way,  and  not 
only  located  where  they  are  not  susceptible  to  damage, 
but  are  also  placed  where  they  will  offer  no  obstruction 
on  the  floor. 

In  addition  to  this  platform,  lockers  are  placed  by  each 
post  and  all  small  material,  boiler  fittings,  cab  appliances, 
etc.,  are  placed  in  these  lockers  until  such  time  as  they 
are  replaced  on  the  locomotive  from  which  they  were 
removed.  As  soon  as  an  engine  is  dismantled,  all  parts 
requiring  repairs  are  distributed  to  the  various  depart- 
ments. After  repairs  have  been  made  these  parts  are 


LOCOMOTIVE  SHOP 


45 


returned  to  the  erecting  floor  and  stored  on  the  platform 
or  in  the  lockers  and  are  not  allowed  to  obstruct  any  part 
of  the  shop.  The  platform  is  so  situated  as  to  be  served 
by  the  erecting  floor  crane.  Those  parts  not  requiring 
repairs,  such  as  brake  rods,  beams  and  levers,  hangers, 
column  brackets,  pipes,  hand  rails,  casings,  jackets,  etc.. 
are  stored  on  the  platform  as  soon  as  the  locomotive  i- 
dismantled. 

SANITARY    REQUIREMENTS. 

In  considering  the  sanitary  requirements  of  a  shop  a 
number  of  peculiar  features  enter  into  the  determination 
as  to  the  most  desirable  facilities  to  be  provided  for  the 
convenience  and  comfort  of  the  men.  While  the  state- 
ment in  this  connection  might  seem  extraordinary,  the 
amount  of  facilities  required  depends,  like  a  number  of 
other  features  in  shop  design,  upon  the  organization. 

The  facilities  provided  in  modern  shops  vary  as  to 
the  number  of  each  item  provided  per  100  men.  From 
information  gathered  at  several  shops  it  is  found  that  the 
number  of  wash  basins  per  100  men  varies  from  7  to 
33:  closets.  8  to  32,  and  urinals,  3  to  20.  While  these 
figures  vary  to  such  an  extent  as  to  be  hardly  sufficient 
to  warrant  conclusions,  the  following  would  seem  to  be 
a  reasonable  provision  per  100  men :  33  wash  basins,  15 
closets  and  10  urinals.  Many  of  the  men  do  not  stop  to 
wash  up  carefully  before  leaving  the  shop,  and  it  is  fair 
to  assume  that  at  least  three  men  can  use  the  same  basin. 
It  is  preferable  to  provide  ample  closet  and  urinal  accom- 
modations rather  than  not  enough.  It  has  been  said  that 
the  introdnction  of  piece  work  at  a  certain  shop  reduced 
the  necessary  closet  facilities  about  50  per  cent. 

The  experience  of  a  number  of  shops  in  which  the  best 
kind  of  plumbing  was  installed  would  suggest  the  query 
as  to  whether  such  facilities  are  thoroughly  appreciated. 
It  is  believed  that  the  men  are  better  satisfied  with  good 
and  healthful  ventilation  than  with  elaborate  fixtures. 

Such  thorough  ventilation  may  be  provided  with  mod- 
ern equipment  that  many  shop  managers  approve  of  lo- 
cating all  toilet  facilities  within  the  building.  This  not 
only  removes  the  necessity  of  men  going  out  of  the  build- 
ing during  working  hours  and  provides  against  their 
going  out  of  doors  ill  clad  during  cold  and  stormy 
weather,  but  further  removes  an  opportunity  for  them 
to  go  beyond  the  observation  of  the  foreman. 

Some  officials  approve  of  placing  a  number  of  urinals 
at  various  places  of  convenience  about  the  shop  where 
they  may  be  screened  from  view.  This  arrangement  has 
the  advantage  of  providing  accessible  conveniences  with- 
out the  necessity  of  a  long  walk  where  the  shop  is  large. 

In  the  locomotive  shop  building  at  Silvis  there  are 
four  lavatories  so  disposed  as  to  serve  four  territories 
of  about  equal  areas  in  the  shop.  The  lavatories  are 
located  on  balconies.  At  the  Angus  shop  the  lavatory 
is  in  a  wing  of  the  building,  or  lean  to.  At  the  Collin- 
wood  shop  it  is  on  the  ground  level,  in  a  position  near 
the  center  of  the  shop.  At  McKees  Rocks  it  is  on  a 
balcony. 

The  most  comfortable  arrangement  of  lockers  is  the 
provision  of  one  locker  for  each  man,  though  not  infre- 


quently two  men  occupy  the  same  locker.  Best  practice 
indicates  the  more  general  use  of  metal  lockers  so  con- 
structed as  to  permit  a  free  circulation  of  air  and  to  pro- 
vide for  easy  inspection  to  guard  against  the  accumu- 
lation of  inflammable  material. 

At  Silvis  the  lockers  are  grouped  beneath  the  bal- 
conies in  which  the  lavatories  are  located.  These  are 
placed  within  an  enclosure  and  access  thereto  may  be  had 
during  certain  hours  only.  At  other  times  it  is  necessary 
to  secure  admission  from  the  foreman.  At  Collinwood 
the  locker  room  is  on  a  balcony  above  the  lavatory.  At 
Sayre  the  locker  room  and  toilet  facilities  are  on  the 
balcony,  and  it  is  found  that  the  men  are  not  favorably 
inclined  to  such  a  location  for  the  lockers. 

In  a  few  shops  the  toilet  facilities  include  shower 
baths. 

The  new  shops  of  the  Brown  Hoisting  Machinery 
Company  have  been  equipped  with  shop  toilets  of  new 
design  which  seem  practicable  and  serviceable.  The  de- 
sign comprises  a  series  of  stalls,  or  compartments,  sep- 
arated by  concrete  steel  partitions  of  the  Ferroinclave 
construction,  attached  to  light  angle  supports  covered  by 
one  concrete  steel  hood.  This  hood  is  also  of  Ferro- 
inclave construction  and  runs  to  an  apex  at  about  an 
equidistance  from  either  end  partition,  and  which  apex 
is  a  ventilating  pipe.  With  the  exception  of  the  two 
ends,  the  partitions  do  not  extend  up  to  the  hood,  thus 
giving  sufficient  air  circulation.  The  hood  extends  out 
over  the  doors. 

The  doors  are  hung  from  light  angles,  which  extend 
across  the  partitions.  These  doors  consist  of  steel  plates 
rolled  in  the  form  of  semi-cylindrical  shells,  and  are 
hung  from  the  top  instead  of  from  the  side,  being  so 
adjusted  that  in  rotating  on  rollers  they  describe  the 
path  of  a  cylindrical  shell  about  its  vertical  axis. 

Among  the  advantages  claimed  for  the  design  are :  A 
saving  of  space  (practically  three  feet  being  saved  by 
this  door)  over  the  ordinary  side  hinged  style,  in  a  sani- 
tary way,  the  excellent  hood  or  ventilating  system,  tak- 
ing away  all  odors,  and  the  concrete  walls  allowing  easy 
cleaning  with  a  hose.  The  interior  is  at  all  times  closed 
to  the  outside  view,  thereby  making  it  practicable  to 
erect  the  same  at  points  in  a  building  that  would  be  too 
exposed  for  the  types  of  closets  in  ordinary  use.  It  can 
readily  be  seen  by  the  door  whether  a  closet  is  or  is  not 
occupied.  A  closet  cannot  be  occupied  without  the  door 
being  out.  This  fact,  together  with  the  lack  of  light  and 
the  partitions,  is  the  means  of  a  great  saving  in  time,  in 
that  it  eliminates  the  usual  causes  for  the  men  loafing. 

SYSTEMS   OF    ELECTRICAL   DISTRIBUTION. 

The  systems  of  motor  driving  now  on  the  market  pro- 
viding speed  variations  electrically  have  been  worked  out 
with  a  great  deal  of  ingenuity,  and  all  of  them  have  some 
points  in  their  favor  for  certain  classes  of  service. 

The  problem  before  the  railroad  repair  shop,  however, 
is  peculiar,  and  has  certain  features  which  are  not  com- 
mon to  any  other  line  of  manufacture.  The  success  or 
failure  of  any  system  in  a  railroad  repair  shop  will  de- 
pend largely  upon  the  simplicity  and  reliability  of  the 


4(5 


RAILWAY  SHOP  UP  TO  DATE 


system  for  obtaining  a  given  result.  Railroad  repair 
work,  in  general,  is  not  susceptible  to  such  great  refine- 
ment as  are  certain  lines  of  manufacture  which  dupli- 
cate standard  parts  indefinitely,  and  for  this  reason  a 
system  of  distribution  adapted  to  the  needs  of  the  repair 
shop  must  be  flexible. 

It  is  also  important  that,  as  far  as  possible,  the  system 
be  capable  of  sub-division,  in  so  far  as  the  generating 
units  are  concerned,  due  to  the  fact  that  considerable 
overtime  work  is  necessary,  and  at  such  times  it  is  desir- 
able to  shut  down  parts  of  the  generating  equipment, 
operating  only  such  machines  as  necessary. 

There  was  a  time,  a  number  of  years  ago,  when  the 
railroad  shop  was  extremely  conservative  in  the  matter 
of  taking  up  new  ideas,  and  was  probably  working  to 
less  advantage  than  any  manufacturing  establishment,  for 
the  reason  that  railroad  repair  work  is  practically  devoid 
of  competition.  Some  of  the  railroads  have  been  extreme- 
ly progressive  in  adopting  new  methods  of  production  as 
applied  to  repair  work,  and  they  have  virtually  set  a  pace 
which  must  eventually  be  followed  by  the  others.  This 
will  be  more  true  as  reliable  reports  of  the  better  results 
obtained  by  the  use  of 'modern  machinery  and  methods 
become  public. 

Second  only  in  importance  to  the  rapid  production  of 
work  is  the  economy  and  reliability  of  the  installation. 
Economy  in  operation  means  a  reduction  in  the  capacity 
of  the  engines  and  boilers  operated  in  the  power  plant, 
and  should  also  logically  include  the  cost  of  maintenance 
and  repairs  to  the  apparatus  installed. 

Third  in  importance  is  the  question  of  cost.  Before 
any  particular  system  is  installed,  complete  costs  should 
be  obtained,  including  not  only  the  cost  of  the  machinery 
proper,  but  also  the  cost  of  wiring  and  special  fixtures 
which  in  many  cases  constitutes  a  very  appreciable  per- 
centage of  the  total  cost  of  the  installation. 

Next  in  importance  is  the  matter  of  simplicity.  The 
average  mechanic  to-day  is  not  a  skilled  electrician,  and 
the  installation  of  apparatus  which  is  so  simple  that  it 
may  be  maintained  by  the  operator  will  save  much  time 
on  the  part  of  the  regular  repair  man,  who  is  usually  busy 
with  more  important  duties  than  the  maintenance  of  in- 
dividual motors  throughout  the  plant. 

In  many  cases  individual  drive  will  be  found  desirable, 
particularly  for  the  larger  machines,  such  as  wheel  lathes, 
frame  planers  and  slotters,  boring  mills,  axle  and  crank 
pin  lathes,  and  in  general  machines  doing  comparatively 
heavy  work.  For  the  lighter  machines,  the  group  drive 
seems  to  be  preferable,  chiefly  on  account  of  its  smaller 
cost.  It  is  not  the  intention  to  discuss  the  relative  merits 
'of  the  individual  and  group  drive  to  any  considerable 
length.  It  is  deemed  desirable,  however,  to  call  atten- 
tion to  the  fact  that  the  individually  driven  tool  is 
capable  of  being  used  independently  of  the  rest  of  the 
equipment,  and  that,  when  so  operated,  it  calls  upon  the 
power  plant  for  only  the  power  necessary  to  supply  the 
driving  motor.  In  making  an  installation  it  is  usually 
possible  to  arrange  for  such  a  combination  of  group  and 
individual  drive  that,  when  it  becomes  necessary  to  work- 


part  of  the  shop  equipment  overtime,  there  will  be  oper- 
ated, as  a  rule,  only  the  tools  required  for  the  work  in 
hand. 

Broadly  speaking,  the  various  systems  of  electric  driv- 
ing which  admit  of  speed  variation  applicable  to  machine 
shop  work  are  as  follows : 

(1)  Multi- voltage  systems; 

( 2 )  Double  commutator  systems ; 

(3)  Systems  in  which  the  speed  regulation  is  obtained 
by  means  of  field  control  on  one  or  two  voltages ;  that  is, 
a  2-wire  single-voltage  system  or  a  balanced-voltage  3- 
wire  system. 

MULTI-VOLTAGE  SYSTEM. 

Considering  first  the  multi-voltage  system,  it  may  be 
stated  that  this  method,  in  general,  consists  of  a  number 
of  wires  between  which  various  voltages  may  be  obtained, 
the  differences  in  voltages  being  produced  by  means  of  a 
series  of  boosters,  or  motor-generator  sets,  in  combination ' 
with  the  main  generator.  This  system  originally  involved 
the  use  of  the  following  voltages:  40,  80,  120,  160,  200 
and  240,  and  required  for  its  distribution  four  wires.  For 
the  reason  that  the  horsepower  output  in  a  given  motor 
is  practically  proportional  to  the  horsepower  input,  it  is 
evident  that  the  lower  voltages,  in  order  to  transmit  a 
definite  horsepower,  the  current  must  be  quite  large  as 
compared  with  that  required  at  the  higher  voltages.  This 
being  the  case,  considerably  larger  conductors  will  be 
required  for  a  given  horsepower  transmitted  at  the  lower 
voltage  than  would  be  the  case  were  the  voltage  main- 
tained at  a  higher  value.  For  this  reason,  as  stated  else- 
where, it  is  essential  that  the  cost  of  the  wiring  be  care- 
fully considered  before  the  multi-voltage  system  is 
adopted. 

One  of  the  principal  characteristics  of  the  multi-volt- 
age system  is  due  to  the  fact  that  the  horsepower  which 
may  be  developed  by  a  motor  increases  directly  with  the 
voltage  impressed  on  the  armature  terminals,  the  field 
strength  remaining  constant.  This  can  be  stated  in  an- 
other way,  which  may  tend  to  bring  out  some  interest- 
ing information  relative  to  motors  operating  on  the 
multi-voltage  systems,  under  the  present  scheme  of  nor- 
mal ratings  adopted  by  the  manufacturers  of  multi-volt- 
age apparatus,  the  horsepower  delivered  by  the  motor 
decreases  directly  with  the  decrease  in  voltage  from 
about  120  volts  to  whatever  voltage  may  be  called  the 
starting  voltage  of  the  system.  Since,  in  machine  tool 
work,  approximately  constant  output  is  demanded  of  the 
motor,  it  can  be  readily  seen  'that,  as  the  capacity  of  the 
motor  decreases,  the  amount  of  the  metal  which  can  be 
removed  decreases,  and  with  it  the  value  of  the  extreme 
range  of  speed  variation ;  for  speed  variation  in  itself 
is  of  no  value;  it  must  be  accompanied  by  the  ability  to 
operate  the  driven  tool  at  its  maximum  capacity  at  all 
points  within  the  limits  of  speed  range  claimed  for  the 
multi -voltage  advocates,  making  approximately  1  to  3 
and  1  to  8  in  speed  variation  which  are  made  by  the 
system.  This  condition  will  qualify  the  claims  of  1  to  10 
the.  effective  working  range,  unless  the  motor  is  ab- 
normally large,  and  but  a  fraction  of  its  possible  output 


LOCOMOTIVE  SHOP 


is  utilized  at  the  higher  speeds.  It  is  essential  that  the 
purchaser  of  a  variable  speed  motor  obtain  a  continuous 
horsepower  output  over  the  entire  speed  range  claimed 
for  the  motor,  in  order  that  he  may  be  fully  informed 
as  to  its  suitability  for  the  work  in  hand. 

One  of  the  advocates  of  the  multi-voltage  system  has 
made  the  statement  that  1  to  3  variation  in  speed  is  suf- 
ficient for  machines  requiring  a  constant  horsepower  out- 
put, such  as  lathes,  boring  mills,  milling  machinery,  etc. 
It  should  be  noted  that  this  is  the  maximum  speed  range 
possible  with  the  multi-voltage  system,  using  as  a  mini- 
mum voltage  about  120  volts,  which  is  the  lowest  com- 
mercial voltage  at  which  power  may  be  generated,  dis- 
tributed and  utilized  without  making  the  size  of  feeders 
abnormally  large.  For  machines  involving  a  reciprocat- 
ing motion,  such  as  planers,  slotters,  etc.,  the  same  manu- 
facturer has  made  the  statement  that  the  horsepower 
increases  directly  with  the  speed.  This  statement  is 
incorrect,  for  the  reason  that  if  the  machine  tool  be 
worked  anywhere  near  its  capacity,  the  horsepower  -at 
the  tool  actually  increases  with  a  decrease  in  speed, 
within  the  working  limit.  Adding  to  this  the  increase 
due  to  the  greater  friction  of  the  machine  itself,  it  will  be 
found  that  on  machines  involving  reciprocating  motion 
the  horsepower  required  at  the  varying  speeds  will  not 
fluctuate  greatly.  For  this  reason  it  is  evident  that  the 
multi-voltage  system  as  applied  to  machine  tools  should 
only  be  used  throughout  such  a  range  of  speeds  as  will 
permit  of  constant  horsepower  being  obtained  at  every 
speed.  In  fact,  this  point  is  now  realized  by  the  manu- 
facturers of  multi-voltage  apparatus  to  such  an  extent 
that  one  of  them  has  made  the  statement  that  the  lower 
voltages  are  to  be  used  "for  starting  and  light  cuts  only." 
It  is  a  remarkable  fact  that  the  advocates  of  the  multi- 
voltage  systems  are  gradually  abandoning  the  lower 
voltages  and  tending  toward  a  single,  or  at  most,  two 
voltages  in  combination  with  field  control,  with  a  cor- 
responding decrease  in  the  total  variable  speed  range, 
and  a  corresponding  increase  in  the  range  of  speed  per- 
mitting constant  horsepower  to  be  taken  from  the  motor. 
Thus  one  manufacturer  has  abandoned  40  and  80  volts, 
while  the  second  has  abandoned  60  and  80  volts  and  is 
now  using  90  volts  as  a  minimum.  In  both  of  these  sys- 
tems the  intermediate  speeds  are  obtained  by  means  of 
field  control — thus  tacitly  approving  of  this  method  of 
obtaining  speed  variation. 

The  controller  used  in  connection  with  the  multi-volt- 
age system  must  handle  a  number  of  voltages,  in  addi- 
tion to  the  field  current,  and  is  of  necessity  more  com- 
plicated than  would  be  the  case  were  the  machine 
operated  on  a  single  or  two  voltages. 

DOUBLE   COMMUTATOR   MOTORS. 

The  use  of  double  commutator  motors  has  been  lim- 
ited, more  or  less,  to  the  operation  of  printing  presses, 
in  which  service  the  horsepower  varies  approximately  as 
the  speed;  in  other  words,  the  minimum  speed  requires 
the  minimum  horsepower. 

The  construction  of  the  double  commutator  motor  in- 
volves the  use  of  one  commutator  on  each  end  of  the 


armature.  The  armature  windings  connected  to  these 
commutators  may  comprise  either  the  same  number  of 
turns  or  a  different  number  of  turns,  the  principle  of 
operation  remaining  the  same.  As  the  speed  of  a  motor 
on  constant  voltage  depends  upon  the  number  of  turns 
in  series  in  the  armature,  it  is  evident  that  by  connecting 
both  of  these  commutators  in  series,  the  number  of  arma- 
ture turns  may  be  increased,  thereby  producing  a  slow 
speed.  As  it  is  desired  to  increase  the  speed  of  the  motor, 
one  of  the  sets  of  windings  in  series  is  cut  out,  and,  on 
one  system,  the  speed  is  further  increased  by  connecting 
the  two  commutators,  so  that  the  two  sets  of  armature 
windings  having  a  different  number  of  turns  oppose  on* 
another.  The  charactersistics  of  the  double  commutator 
motor  may  be  fairly  represented  by  the  performance  of 
an  ordinary  motor  on  the  multi-voltage  system,  in  which 
the  horsepower  increases  approximately  with  the  increase 
in  speed,  but  as  a  rule  the  controller  used  in  connection 
with  the  double  commutator  machine  is  extremely  cum- 
bersome on  account  of  the  numerous  functions  which  it 
has  to  perform,  that  is,  connecting  the  commutators  in 
series,  connecting  them  to  the  circuit  individually,  and 
finally  connecting  them  in  parallel,  and,  in  addition  to 
this,  the  field  current  must  also  be  varied  for  the  purpose 
of  obtaining  the  intermediate  steps  in  speed. 

One  of  the  principal  objections  to  the  double  commu- 
tator motor  for  machine  tool  driving  is  that,  where  the 
double  commutator  motor  is  used,  the  overhang  from 
the  center  of  the  motor  frame  to  the  point  of  attachment 
of  the  pinion,  if  the  machine  be  gear  driven,  is  consid- 
erably greater  than  would  be  involved  were  the  com- 
mutator, and  consequently  the  extension  of  the  bracket 
on  the  pinion  end,  absent.  The  importance  of  a  rigid 
frame,  with  the  point  of  application  of  the  pinion  for  gear 
driving  as  close  to  the  point  of  support  at  the  base  of 
the  motor  as  possible  (this  distance  being  measured  per- 
pendicularly to  the  shaft),  cannot  be  overestimated. 
Gears  have  imposed  upon  the  shafts,  bearings  and  end 
brackets  of  motors  much  more  severe  conditions  than 
they  ever  encountered  when  belt  drive  was  used,  and  this 
is  a  feature  which  is  well  worthy  of  careful  consideration 
in  installing  motors  for  individual  drive. 

A  second  objection  to  the  double  commutator  motor  is 
the  duplication  of  perishable  parts,  such  as  the  commu- 
tator and  brushes.  While  the  renewal  of  brushes  in  a 
properly  designed  and  well  constructed  direct  current 
motor  should  not  of  necessity  be  very  frequent,  at  the 
same  time  the  double  commutator  motor  doubles  the  op- 
portunity for  wear.  The  rear  brushes,  that  is,  the  brushes 
on  the  pinion  end,  will  very  frequently  be  found  more  or 
less  inaccessible,  for  the  reason  that  the  pinion  end  of 
the  motor  is  frequently  crowded  closely  into  the  machine 
tool,  and  it  is  the  opinion  of  one  of  the  largest  machine 
tool  builders  in  the  country  that  this  constitutes  one  of 
the  principal  objections  to  the  use  of  a  motor  of  this 
character. 

This  system  has  without  question  some  advantages 
over  the  straight  multi-voltage  system,  but  the  fact  that 
double  commutator  machines  have  been  built  for  a  num- 


48 


RAILWAY  SHOP  UP  TO  DATE 


ber  of  years,  and  that  these  machines  have  not  come  into 
general  use,  indicates  possibly  better  than  any  other 
argument  the  feeling  of  machine  'tool  builders  and 
manufacturers  as  regards  this  system. 

THE   ALTERNATING    CURRENT    SYSTEM. 

Because  of  the  ease  with  which  alternating  current 
may  be  transformed  either  in  voltage  or  phase  it  presents 
many  advantages  over  any  other  system  of  distribution. 
Long  distance  transmission  may  be  effectively  accom- 
plished by  means  of  the  alternating  current. 

The  alternating  current  motor  is  peculiarly  adapted  to 
severe  service,  and  for  driving  line  shafting,  or  individ- 
ual machines,  the  speed  of  which  may  be  changed  by 
mechanical  devices,  gives  all  the  advantages  obtained 
by  the  use  of  electrical  distribution  in  general,  together 
with  a  motor  which  is  the  acme  of  simplicity  so  far  as 
mechanical  construction  is  concerned.  The  absence  of 
commutator  and  brushes  contribute  to  produce  a  motor 
on  which  the  maintenance  is  extremely  small,  and  many 
large  installations  are  now  operating  by  means  of  alter- 
nating current  motors  exclusively. 

The  alternating  current  motors  may  be  used  in  connec- 
tion with  direct  current  motors,  both  alternating  current 
and  direct  current  being  obtained  fom  a  single  generator, 
or  from  rotary  converters,  and  it  would  not  be  surpris- 
ing if  the  mixed  systems  became  quite  common  for  in- 
dustrial and  railroad  plants.  In  the  railroad  shop  in- 
stallations now  in  service  the  main  generators  are  of  the 
polyphase  alternating  current  type,  direct  current  being 
obtained  by  means  of  rotary  converters  of  the  3-wire 
even  voltage  type.  These  rotaries  possess  all  of  the 
advantages  of  the  3-wire  generators,  giving  a  3-wire  even 
voltage  circuit  from  a  single  machine,  using  highly 
efficient  stationary  balancing  coils  in  place  of  the  waste- 
ful motor-generator  balancing  units. 

SYSTEMS  IN  WHICH  SPEED  VARIATION  IS  OBTAINED  BY 
FIELD    CONTROL. 

Referring  now  to  the  third  general  division,  that  is, 
systems  in  which  the  speed  variations  is  obtained  by  field 
control :  There  are  on  the  market  to-day  a  number  of 
manufacturers  advocating  this  means  of  speed  variation. 
The  system  involves  the  insertion  of  resistance  in  the 
shunt  field  of  the  motor,  and  while  the  general  scheme 
used  by  different  manufacturers  is  the  same,  the  details 
have  been  worked  out  differently  by  the  various  com- 
panies building  machines  of  this  class.  One  manufac- 
turer uses  a  so-called  reaction  winding,  the  purpose  of 
which  is  to  neutralize  the  armature  reaction.  This 
method  has  in  its  favor  the  possibility  of  considerable 
range  in  speed  on  a  single  voltage,  while  on  the  other 
hand,  it  involves  considerable  complication  in  construc- 
tion, as  compared  with  the  ordinary  motor. 

A  further  objection  to  this  construction  is  that  this 
reaction  winding  interposes  in  the  armature  circuit  con- 
siderable resistance,  and  the  introduction  of  resistance 
in  the  armature  circuit  has  always  been  accompanied 
by  undesirable  results,  so  far  as  machine  totol  driving 
is  concerned.  The  greater  the  resistance  in  the  armature 
-circuit,  the  greater  will  be  the  drop  in  speed  between 


no  load  and  full  load,  and  it  is  evident  that  on  many 
classes  of  work,  such,  for  example,  work  involving 
intermittent  cuts,  a  tool  would  very  quickly  be  ruined. 

It  is  possible  on  a  machine  of  this  type,  by  giving  the 
brushes  back  lead,  to  produce  a  certain  demagnetizing 
armature  reaction  which  will  counteract  the  resistance 
drop  in  the  reaction  winding  at  normal  speeds.  This, 
however,  is  a  dangerous  procedure,  for  the  reason  that 
when  the  higher  speeds  are  reached  the  field  is  extremely 
weak  and  there  is  a  possibility  of  the  field  being  re- 
versed, in  which  case  the  motor  will  draw  an  abnormally 
heavy  current,  and  in  all  probability  be  burned  out,  pro- 
vided the  fuses  or  other  protective  devices  do  not  open 
the  circuit  promptly. 

It  is  claimed  by  the  manufacturers  of  this  motor  that 
a  range  of  speed  as  high  as  1  to  6  on  single  voltage  is 
entirely  possible,  the  horsepower  remaining  constant 
throughout  the  whole  speed  range.  While  it  is  not 
the  intention  to  go  into  the  matter  of  the  practical 
speed  range  on  an  electric  motor  for  machine  tool 
driving,  it  is  sufficient  to  say,  however,  that  the  size 
and  weight  of  a  variable  speed  motor  of  given  out- 
put, operating  on  any  system,  whether  it  be  multi-voltage 
or  field  control,  will  increase  as  the  minimum  speed  of 
the  motor  decreases.  When  a  range  of  speed  of  1  to  6 
is  obtained  the  minimum  speed  must  be  kept  fairly  low 
for  mechanical  reasons,  and  there  is  some  question  as  to 
whether  speed  range  of  1  to  6  on  a  single  voltage  repre- 
sents the  best  practice. 

A  properly  designed  shunt  or  compound  wound  motor 
may  for  machine  tool  service  be  operated  throughout  a 
speed  range  of  1  to  2  on  a  single  voltage  by  field  control 
without  the  use  of  reaction  windings,  or  in  fact  any  de- 
vice especially  intended  to  minimize  the  sparking  at  the 
commutator.  This  system  presents  the  simplest  variable 
speed  mechanism  yet  developed  for  moderate  speed 
ranges.  The  motor  is  a  standard  motor;  the  number  of 
wires  is  reduced  to  a  minimum  and  the  speed  range  is 
sufficient  to  eliminate  a  considerable  amount  of  interme- 
diate gearing,  the  coarser  increments  being  obtained  by 
gears,  frequently  in  combination  with  clutches,  or  belts 
and  cone  pulleys.  With  this  range  of  speed,  at  a  given 
output,  a  motor  of  normal  size  may  be  employed  with  a 
corresponding  decrease  in  the  cost  as  compared  with  the 
wider  speed  ranges,  and  the  generating  outfit  presents 
the  simplest  possible  solution  for  a  power  and  lighting 
distribution  plant. 

Some  of  the  machine  tool  builders  of  to-day  have 
adopted  a  speed  range  of  1  to  2  as  the  standard,  claiming 
thereby  that  they  can  produce  motor  driven  machines 
cheaper,  using  a  1  to  2  motor  with  the  decreased  amount 
of  gearing,  than  would  be  possible  were  a  constant  speed 
motor  used,  and  that  the  machine  tool  may  be  produced 
cheaper  than  would  be  the  case  were  a  greater  range 
obtained  electrically  with  a  decreased  amount  of  gearing. 

This  system  has  been  consistently  advocated  by  one 
of  the  large  manufacturing  companies,  and  there  are 
to-day  many  installations  in  which  motors  having  a  speed 
range  of  1  to  2  on  a  single  voltage  are  operating  with 


LOCOMOTIVE  SHOP 


49 


entire  satisfaction.  The  horsepower  output  is  constant 
throughout  the  whole  speed  range  and  the  commutation 
is  all  that  could  be  desired.  The  controller  has  but  one 
armature  voltage  to  handle,  while  the  field  current  is  com- 
paratively small  and  may  be  handled  without  difficulty. 
A  natural  extension  of  this  system  leads  to  the  3-wire, 
2-voltage  system,  using  equal  voltages  on  either  side  of 
the  neutral  wire  and  eliminating  the  rotating  balancing 
set.  The  rotating  balancing  set,  while  a  comparatively 
small  machine,  cannot  be  particularly  efficient,  and  ope- 
rating as  it  does  all  day,  its  losses  in  the  course  of  a 
year  represent  an  appreciable  amount.  Its  elimination, 
aside  from  the  compilation  which  it  introduces  into  a 
system  is,  therefore,  desirable  on  the  ground  of  econ- 
omy. On  the  3-wire  system,  120  and  240  volts  are 
available  at  the  motors,  and,  because  of  the  fact  that 
the  speed  of  the  motor  varies  approximately  as  the 
voltage  applied  to  its  terminals,  it  is  evident  that 
on  the  120  volts  a  speed  range  of  1  to  2  by  field 
control  may  be  obtained ;  that  after  the  motor  has 
reached  the  highest  speed  on  120  volts,  its  armature  may 
be  thrown  on  240  volts,  and  a  further  speed  range  of 
1  to  2  may  be  obtained,  giving  a  total  range  of  1  to  4 
The  system  of  distribution  used  in  the  Edison  Three- 
Wire  system,  which  involves  a  minimum  amount  of  cop- 
per for  the  transmission  of  a  given  horsepower,  and  the 
controller  handles  but  two  voltages  in  addition  to  the 
field  current.  By  decreasing  the  minimum  speed,  with 
the  consequent  increase  in  the  size  of  the  motor,  a  greater 
speed  range  than  1  to  4  may  be  obtained ;  it  is  question- 
able, however,  whether  a  greater  speed  range  is  economi- 
cal for  any  class  of  machine  tool  work.  Under  the  ratings 
given  by  the  Westinghouse  Electric  &  Manufacturing 
Company  the  horsepower  which  may  be  obtained  from  a 
motor  operated  on  the  3-wire  2-voltage  system  is  con- 
stant throughout  the  whole  speed  range.  The  application 
of  motors  operated  on  the  3-wire  system  to  the  driving 
of  all  classes  of  machine  tools  requiring  variable  speed 
gives  increments  in  speed  between  the  successive  steps  of 
the  controller  of  about  12  per  cent,  which  is  considered 
fine  enough  for  even  the  most  modern  practice  involving 
the  use  of  high  speed  steels  and  machine  tools  adapted 
to  their  use. 

For  group  driving,  so-called,  constant  speed  motors 
may  be  operated  from  the  240  volt  circuit  obtainable 
when  a  3-wire  generator  is  used,  but  it  should  be  noted 
in  this  connection  that  these  motors  are  capable  of  ;i 
certain  amount  of  speed  variation  by  means  of  rheostats 
placed  in  their  fields;  for  example,  on  certain  sizes  as 
much  as  50  per  cent  variation  in  speed  may  be  obtained ; 
that  is,  the  line  shaft  may  be  speeded  up  50  per  cent 
merely  by  the  insertion  of  a  rheostat  in  the  field  of  the 
driving  motor.  With  the  rapid  change  in  manufacturing 
conditions,  such  as  the  introduction  of  high  speed  steels, 
it  is  frequently  a  matter  of  prime  importance  that  the 
speed  of  the  line  shaft  may  be  increased  by  small  incre- 
ments from  time  to  time,  thereby  speeding  up  the  driven 
machinery.  This  method  has  been  used  to  advantage, 
and  the  production  has  been  known  to  increase  in  spite 


of  the  opposition  of  the  various  machine  tool  operators. 
This  system  adapts  itself  well  to  illuminating  purposes, 
the  lights,  standard  110-120  volt  lamps,  being  operated 
between  the  neutral  and  either  outside  wire  of  the  3-wire 
circuit.  By  the  use  of  the  3-wire  circuit  it  is  possible  to 
so  balance  the  motors  on  either  side  of  the  neutral  when 
running  on  the  lower  voltage,  that  the  quantity  of  current 
flowing  through  the  neutral  wire  will  be  a  minimum ; 
if  the  motors  were  so  distributed  as  to  draw  exactly  the 
same  amount  of  current  from  either  side  of  the  3-wire 
system,  the  neutral  wire  would  carry  no  current  what- 
ever. This  condition  is,  of  course,  ideal,  but  can  be 
approximated  very  much  more  closely  with  the  3-wire 
balanced  system  than  is  possible  with  any  of  the  so-called 
multi-voltage  systems. 

ELECTRICAL   DISTRIBUTION   AT   ANGUS. 

There  are  three  alternating-current  and  one  direct- 
current  circuits  from  the  power  house  entering  the  ma- 
chine shop.  Each  circuit  comes  to  a  large  distributing 
board,  from  which  circuits  are  distributed  in  the  shop. 
Each  of  these  circuits  serve  approximately  100  h.  p.  of 
motor  capacity.  The  leads  are  taken  from  the  distribut- 
ing board,  which  is  located  in  the  gallery,  above  and 
outside  the  machine  gallery,  by  three  heavy  insulated 
wires,  carried  on  porcelain  insulators  along  the  roof 
trusses.  The  motor  connections  are  made  directly  to 
these  leads  at  the  most  convenient  point.  On  each  lead, 
just  before  the  motor  connection  is  taken  off,  is  located 
an  oil  circuit  breaker  in  a  convenient  position.  There 
are  no  fuses,  switches  or  other  instruments  in  this  cir- 
cuit up  to  this  breaker.  The  leads  to  the  motors  are  car- 
ried through  piping  down  the  posts  or  walk  to  the  start- 
ing box  of  the  motor.  This  starting  box  is  arranged  in 
the  form  of  a  street  railway  controller,  and  each  notch 
cuts  out  resistance  as  the  motor  gains  in  speed.  There 
is  a  no-voltage  release  at  each  oil  circuit  breaker. 

The  direct  current  machines,  of  which  there  are  com- 
paratively few,  are  taken  from  a  circuit  running  the  full 
length  of  the  building,  at  the  nearest  available  point. 
They  have  variable  speed  controllers  and  circuit  break- 
ers located  on  each  machine.  All  crane  motors  are  con- 
nected to  this  circuit. 

The  lighting  circuits  are  taken  from  the  three-phase 
line  through  transformers  to  the  lighting  points.  The 
transformers  are  arranged  in  pairs,  one  being  connected 
to  wires  1  and  2,  and  the  other  to  wires  2  and  3.  These 
transformers  change  the  voltage  from  550  volts  to  110 
volts.  The  light  distributing  boards,  or  panels,  contain 
two  copper  buss  bars,  from  which  the  several  lighting 
circuits  are  carried  through  fuses  and  switches.  Each 
of  these  small  circuits  carries  not  more  than  one  enclosed 
arc  or  12  incandescent  lights.  There  are  15  transform- 
ers in  the  locomotive  shop  and  29  lighting  panels.  The 
lighting  in  the  erecting  shop  is  mostly  by  arcs  hung  from 
the  roof  trusses  and  with  incandescents  along  the  side 
walls,  while  that  in  the  machine  shop  is  practically  by 
incandescent  lights.  There  are  plug  receptacles  located 
at  short  distances  in  all  pits  and  along  the  posts,  as 


50 


RAILWAY  SHOP  UP  TO  DATE 


well  as  at  benches  and  any  other  place  where  they  may 
possibly  be  needed. 

NUMBER    OF    MACHINE    TOOLS. 

The  peculiar  local  governing  conditions  affecting  the 
operation  of  each  shop,  together  with  the  fact  that  most 
shops  do  a  certain  amount  of  manufacturing  work  not 
only  for  the  immediate  plant,  but  also  for  various  plants 
along  the  line,  render  it  almost  impossible  to  present 
a  list  of  tools  which  will  provide  for  any  given  or  indi- 
vidual shop  chosen  at  random.  Consideration  must  be 
given  to  the  kind  and  class  of  repairs  necessary  owing 
to  the  peculiar  conditions  of  the  road,  or  the  section  of 
the  road,  on  which  the  locomotives  to  be  maintained  are 
operated.  Other  conditions  necessarily  provided  for  are 
special  defects  in  design,  such  as  weak  frames,  cylinders 
and  other  special  parts. 

Another  consideration  is  the  amount  of  manufactured 
material  carried  in  stock.  It  is  believed  that  some  roads 
are  inclined  to  force  the  amount  of  material  in  stock, 
especially  manufactured  material,  to  too  low  a  point. 

An   important   factor   in   determining  the   number   of 
machine  tools  in  the  locomotive  shop  is  the  question  of 
standard  and  special  machinery.     Where  parts  of  loco 
motives  are  well  standardized,  more  special  machinery 
may  be  utilized,  which  will  increase  the  output  of  the 

shop. 

An  opinion  prevails  that  present  locomotive  shops 
would  be  capable  of  a  greater  output  and  hold  locomo- 
tives out  of  service  for  a  shorter  period  of  time  during 
repairs,  if  the  number  of  machine  tools  per  locomotive 
pit  was  increased.  For  this  reason  from  8  to  10  ma- 
chines per  pit  have  been  advocated.  However,  the  ratio 
of  from  6  to  8  machine  tools  per  pit  is  more  nearly  rep- 
resentative of  the  equipment  in  existing  shops  most  lib- 
erally provided  and  many  shops  are  operated  with  5  or  6 
machines  per  pit. 

It  should  be  explained  that  the  following  tables  are 
acknowledged  to  indicate  ratios  of  machine  tools  per 
pit  more  liberal  than  actually  to  be  found  in  most  ex- 
isting shops.  The  various  conditions  effecting  locomo- 
tive repairs  in  different  localities  necessarily  influence 
the  proportions  of  the  several  types  of  tools.  It  is,  there- 
fore, impossible  to  produce  a  table  from  which  a  list  of 
tools  could  be  selected  without  modification  to  suit  local 
conditions.  In  placing  a  new  shop  in  operation  it  is 
customary  to  install. but  a  portion  of  the  machine  tool 
equipment  planned  for  and  to  add  to  the  equipment  as 
the  shop  becomes  organized.  In  most  instances  the  final 
requirements  have  surpassed  the  original  plans. 

Percentage  of  total  number  of  machine  tools  for  each 
of  the  various  types : 

Turning  tools    5° 

Cutting  tools    25 

Drilling  tools    H 

Grinding   tools    

Miscellaneous  tools   


Number  of  machine  tools  of  each  class  per  pit: 

Lathes 3  11-12 3.925 

Boring  Mills   %       875 

Planers   1  1.00 

Shapers Y-Z       5 

Blotters    11-24. .......     .458 

Millers H      375 

Drills 1    1-12 1.083 

Grinders   2-3 .666 

Miscellaneous  .  17-24..  .708 


Total 


100 


Total    9.590 

The  conditions  surrounding  boiler  work  are  such  that 
it  is  even  more  impracticable  to  select  a  list  of  machine 
tools  which  will  meet  the  requirements  of  any  given 
boiler  shop,  than  prevails  in  connection  with  the  gen- 
eral machine  tool  equipment.  There  are  many  of  the 
larger  machines  which  are  required  singly  by  a  locomo- 
tive shop  maintaining  general  boiler  repairs  and  the 
numbers  of  such  machines  per  so  many  pits  vary  ac- 
cording to  wide  limits  only. 

For  this  reason  the  following  list  of  the  principal 
machine  tools  for  the  boiler  shop  has  been  selected, 
based  on  the  requirements  of  a  shop  containing  24  or  30 
erecting  pits,  and  it  is  understood  that  the  smaller  or 
special  tools  should  be  added  according  to  requirements 
of  local  conditions : 

List  of  principal  machine  tools  for  boiler  shop  serving 
24  or  30  locomotive  erecting  pits : 
Rotary  splitting  shear. 
No.  10  milling  machine. 
36-inch  vertical  drill. 
Staybolt  drill. 
Staybolt  cutter. 
72-inch  radial  drill. 
Hydraulic  accumulator. 
Hydraulic  riveter. 
Flange  fire. 
120-inch  flange  clamp. 

Single  punch,  34-inch  plate  and  36-inch  Jiroat. 
Multiple  punch. 
120-inch  flange  clamp. 
Sectional  hydraulic  flange  press. 
Annealing  furnace. 
Flange  punch. 

Plate  bending  roller.     (Large,  16  ft.  long.) 
Plate  bending  roller.     (Small.) 
72-inch  punch — 72-inch  shears. 
Plate  planer. 
Multiple  drill. 
Cold  saw. 
Angle  shears. 

Punch — 1^2-mch  holes,  1-inch  plate. 
Total,  24  tools. 


LOCOMOTIVE  SHOP 
Machine  Tool  Equipment  for  the  Locomotive  Shop 


51 


MACHINE    TOOLS    FOR    1,    12,   15,    24,   48    ERECTING 
SHOP  PITS. 

Machines  Machines  Machines  Machines  Machines 

for  1  pit  for  12  pits  for  15  pits  for  24  pits  for  48  pits 

Lathes   3.925  47"             60                 94               188 

Boring  Mills.  .875  10                  14                  21 

Planers    1.00  12                 15                 24                 48 

Shapers 5  6                   8                 12                 24 

Slotters 453  6                   7                 11 

Millers 375  569 

Drills   1.083  13                 16                 26 

Grinders 666  8                   9                 16 

Miscellaneous  .70S  9                 10                 17                 34 


9.590  116  145  230  460 

MACHINE  TOOLS  FOR  15  ERECTING  PITS. 

LATHES. 

90-inch  wheel  lathe  for  turning  tires   1 

100-wheel  lathe  for  turning  tires   1 

Quartering  machine,  34-inch  throw   1 

42-inch   lathes    2 

36-inch   lathes    4 

30-inch   lathes    5 

24-inch  lathes    6 

20-inch   lathes    7 

18-inch   lathes    12 

16-inch   lathes    12 

2-inch  by  24-inch  turret  lathes   2 

2^-inch  by  24-inch  turret  lathe   1 

4£j-inch   by   24-inch   turret   lathes 2 

6-inch  turret  lathe  1 

Special  bolt  turning  machine   1 

Cylinder    lathe    1 

Double  axle  lathe   1 

Total     " '. 60 

BORING   MILLS. 

96-inch  boring  mill    1 

84-inch  boring  mill    

72-inch  boring  mill    1 

62-inch  boring  mill    1 

51-inch  boring  mills    , 3 

42-inch  boring  mills    2 

Double  rod  boring  machine   1 

3-spindle  cylinder  borer  1 

60-inch  horizontal  boring  mills   2 

36-inch  boring  mill-  turret   1 

Total     14 

PLANERS. 

72-inch  by  84-inch  by  12-foot  cylinder  planer  1 

72-inch  by  72-inch  by  3fi-foot  frame  planer  1 

60-inch  by  60-inch  by  18-foot  planer   1 

48-inch  by  48-inch  by  10-foot  planers   4 

36-inch  by  36-inch  by  10-foot  planers   6 

30-inch  by  30-inch  by     8-foot  planers  2 

Total     15 

SHAPERS. 

18-inch  double  head  shapers  3 

16-inch  stroke  shapers   3 

14-inch  stroke  shapers    2 


SLOTTEKS. 

Double  head  frame  slotter  1 

18-inch  slotters   2 

16-inch  slotter   1 

14-inch  slotters 2 

12-inch  slotter  .  1 


Total 


Total 


- 


MILLERS. 

Vertical  millers  2 

Universal  miller   1 

Universal  milling  machine — tool  room  1 

Horizontal  miller — tool  room  1 

Heavy  horizontal  miller  1 

Total  6 

DRILLS. 

72-inch  Universal  radial  drill  1 

72-inch   radial    1 

3-spindle  frame  drill  1 

60-inch  radial  drill  presses   5 

36-inch  vertical  drills   3 

24-inch  vertical  drills 2 

Drill  centering  machine  1 

Total    14 

GRINDERS. 

Universal  grinder  1 

72-inch  guide  bar  grinder  1 

Universal  tool  grinder  1 

Drill  grinders    2 

Piston  rod  grinder  1 

Horizontal  grinders   4 

Total    10 

MISCELLANEOUS. 

400-ton  wheel  press  . . .-. 1 

Pipe  cutters   2 

SJ/2-inch  single  head  bolt  cutter 1 

2-inch  double  head  bolt  cutter  1 

1^-inch  double  head  bolt  cutter  1 

Tool  dresser  furnace   1 

Tool  dresser  trip  hammer  1 

Press  for  driving  boxes  and  rod  bearings 1 

Universal  cold  saw   1 

Grind   stones    2 

Total    12 

MACHINE  TOOLS  FOR  24  ERECTING  PITS. 

LATHES. 

Quartering  machine,  34-inch  throw 1 

90-inch  wheel  lathe  for  turning  tires 1 

100-inch  wheel  lathe  for  turning  tires 1 

42  inch  lathes 2 

36  inch  lathes 6 

30  inch  lathes   3 

24  inch  lathes 10 

20  inch  lathes 12 

18  inch  lathes 20 

16  inch  lathes 20 

2  inch  x  24  inch  turret  lathes 2 

•?:^  inch  x  24  inch  turret  lathes 2 

4M  inch  x  24  inch  turret  lathes 3 

6  inch   turret   lathe 1 

Specil     bolt  turning  machine   i 


52 


RAILWAY  SHOP  UP  TO  DATE 


Cylinder  lathes 2 

Double  a.xle  lathes 2 

94 

BORING   MILLS. 

96-inch  boring  mill   1 

84-inch  boring  mill   1 

72-inch  boring  mills   2 

51-inch  boring  mills   6 

42-inch  boring  mills   4 

Double  rod  boring  machine  1 

Cylinder  borer    1 

3  spindle  cylinder  borer  1 

60-inch   horizontal   boring  mills 2 

no-inch   boring  mills,  turret    2 

21 

PLANERS. 

72-inch  by  84-inch  by  12-foot  cylinder  planer 1 

72-inch  by  72-inch  by  36-foot  frame  planer  1 

60-inch  by  60-inch  by  IR-foot  planers  2 

48-inch  by  48-inch  by  10-foot  planers  6 

36-inch  by  36-inch  by  10-foot  planers   10 

30-inch  by  30-inch  by  8-foot  planer   4 

24 

SHAPERS. 

18-inch  double  head  shapers  4 

16-inch  stroke  shapers  6 

14-inch  stroke  shapers  2 

12 

BLOTTERS. 

Double  head  frame  slotter  1 

18-inch  slotters  2 

16-inch  slotters   2 

14-inch  slotters   4 

12-inch  slotters   .2 


MILLERS. 

Vertical   millers    2 

Universal  millers 2 

Universal  milling  machine,  tool  room  1 

Horizontal  millers   2 

Heavy  horizontal  and  vertical  2 

9 

72-inch  Universal  radial  drills   2 

72-inch  radial  drill   i 

3  spindle  frame  drill   i 

60-inch  radial  drill  presses  8 

36-inch  vertical  drills 6 

24-inch  vertical  drills   , 3 

High   speed  drills   3 

Drill  centering  machines   2 

26 

GRINDERS. 

Universal    grinders    2 

72-inch  guide  bar  grinders   2 

Universal  tool  grinders   2 

Drill  grinders    2 

Piston  rod  grinders   2 

Horizontal   grinders    6 

16 

MISCELLANEOUS. 

400-ton   wheel   press    i 

Pipe  cutters  3 

2^-inch  double  head  bolt  cutters  2 

2-inch  bolt  cutters  2 

1^2-inch  bolt  cutters  2 

Tool  dresser  furnace  1 

Tool  dresser  trip  hammer   1 

Presses  for  driving  boxes  and  rod  bearings  2 

Universal   cold   saw    i 

Grind   stones    .2 


11 


17 


Classified  List  of  Machine  Tools  for  i,  1 2,  15,  24  and  48  Erecting  Shop  Pit 


LATHES. 


100  in.         90  in. 

Per  Pit   1/24  1/24 

Per   12    Pits    1/2  1/2 

Per   15   Pits    5/8  5/8 

Per  24   Pits    •. 1  1 

Per   48    Pits    .  .22 


42  in. 

1/12 

1 

1    1/4 
2 
4 


36  in. 
1/4 

3 

4 

6 
12 


30  in. 
1/3 

4 

5 

8 
16 


LATHES— Continued. 


2^x34  in.     4^x24  in. 


Per    Pit    1/12 

Per  1  Pit   1 

Per  12  Pits   1  1/4 

Per  24  Pits   2 

Per  48  Pits   .  4 


96  in. 

Per  Pit   1/24 

Per  12  Pits 1/2 

Per  15  Pits 5/8 

Per  34  Pits 1 

Per  48  Pits.  .  .   2 


6  in. 

1/8  1/24 

1  1/2  1/2 

1   7/8  5/8 

3  1 

6  2 

BORING  MILLS. 


Special 
Bolt 

1/24 

1/2 

5/8 

1 

2 


24  in. 


20  in. 


18  in. 


16  in.  2x24  in. 


5/12  1/2 

5  6 

6  1/4  7  1/2 

10  12 

20  24 


Cyl. 

1/24 

1/2 

5/8 

2 

4 


84  in. 

72  in. 

51  in. 

1/24 

1/12 

1/4 

1/2 

1 

3 

5/8 

1  1/4 

4 

1 

2 

6 

2 

4 

12 

42  in. 
1/6 
2 

2  1/2 
4 
8 


36  in. 
1/12 

1 
1  1/4 

2 

4 


Borer 

1/24 

1/2 

5/8 

1 

2 


5/6 

5/6 

1/12 

10 

10 

1 

12  1/2 

12  1/2 

1  1/4 

20 

20 

2 

40 

40 

4 

Wheel 

Axle 

Quartering 

1/12 

1/24 

1 

1/2 

1  1/4 

5/8 

2 

1 

4 

2 

Total 
3  11/12 

47 

53 

94 
188 


D  Rod   Cyl.   Spindle   60  in. 


Borer 

1/24 

1/2 

5/8 

1 
2 


Cyl. 

1/24 
1/2 
5/8 


Hori.  Total 
1/12    7/8 

1  10  1/2 
1  1/4   12 

2  21 
4      42 


LOCOMOTIVE  SHOP 


-VJ 


PLANERS. 


72  in.                 60  in.                   48  in.                 36  in. 

30  in.                 72  in. 

Total 

Per  Pit  

1/24                   1/12                     1/4                     5/12 

1/6                      1/24 

1 

Per  12  Pits  

1/2                       135 

2                        1/2 

12 

Per  15  Pits  

5/8                    1  1/4                  3  3/4                    6  1/4 

2  1/2                    5/8 

15 

Per  24  Pits  

1                          2                            6                        10 

4                          1 

24 

Per  48  Pits  !.. 

2                          4                          12                        20 

8                          2 

48 

SHAPERS. 

18  in.            16  in.              14  in. 

Total 

Pei   Pit  

1/6                 1/4                 1/12 

1/2 

Pei   12  Pits   

231 

6 

Per  15  Pits  

21/2             33/4               11/4 

7  1/2 

Per  24  Pits   

462 

12 

Per  48  Pits   

8                    12                      4 

24 

BLOTTERS. 

Double 

18  in.                         IGin.                              14  in.                           12  in. 

head  frame 

Total 

Per  Pit   

1/12                           1/12                                1/6                             1/12 

1/48 

21/48 

Per  12  Pits  

11                                     21 

1/4 

5  1/4 

Per  15  Pits   

11/4                           11/4                               21/2                          11/4 

15/48 

6  27/48 

Per  24  Pits  

2                                   2                                        4                                   2 

1/2 

11 

Per  48  Pits   

4                                   4                                       S                                   4 

1 

21 

MILLERS. 

Univ.                        Vert.                                 Ilori.                  Tool  room            Heavy  Hori. 

Total 

Per  Pit   

1/12                           1/12                                    1/12                           1/24 

1/12 

3/8 

Per   12   Pits  

1                                 1                                          1                               1/2 

1 

4  1/2 

Per   15    Pits  

11/4                          11/4                                    11/4                               5/8 

1  1/4 

5  5/8 

Per    24    Pits  

2                                   2                                           2                                   1 

2 

9 

Per  48    Pits  

4                                   4                                           4                                   2 

4 

18 

GRINDERS. 

Piston 

Universal 

72  in.  Guide        Drill                         rod           Horizontal 

Universal            Tool 

Total 

Per    Pit    

1/12                   1/12                        1/12                   1/4 

1/12                   1/12 

2/3 

Per  12  Pits   

1                         1                             1                         3 

1                         1 

8 

Per  15   Pits    ... 

11/4                  11/4                       11/4                  33/4 

1  1/4                 1  1/4 

10 

Per  24   Pits    

2                          2                               2                          6 

2                         2 

16 

Per  48   Pits    

4                          4                               4                        12 

4                         4 

32 

DRILLS. 

3  spindle 

72  in.                 60  in.                 36  in.                        24  in.           Highspeed 

Centering          frame 

Total 

Per    Pit    

1/8                     1/3                     1/4                          1/8                     1/8 

1/12                   1/24 

1/2 

Per  12  Pits  

11/2                        4                          3                         11/2                  1  1/2 

1                       1/2 

1/2 

Per  15  Pits  

17/8                        5                    33/4                       17/8                  17/8 

1  1/4                     5/8 

16  1/4 

Per  24  Pits   

3                          8                          6                               3                          3 

2                         1 

26 

Per  48  Pits  

...        6                        16                        12                               6                          6 

4                          2 

52 

MISCELLANEOUS. 

Wheel            Pipe          Bolt                Tool            Trip 

Cold            Grind 

Press          Cutter        Cutter          Furnace     Hammer        Press 

Saw            Stone 

Total 

Per    Pit    

]/24                1/8                  1/4                 1/24                1/24                1/24 

1/24               1/12 

2/3 

Per  12  Pits  

1/2             1   1/2                   3                 1/2                 1/2                 1/2 

1/2                   1 

8 

Per  15  Pits   

5/8              17/8              33/4                5/8                  5/8                  5/8 

5/8             1  1/4 

10 

Per  24  Pits  

1                      3                      6                    1                      1                      2 

1                     2 

17 

Per  48  Pits  

2                      6                    12                    2                      2                      4 

2                     4 

34 

54 


RAILWAY  SHOP  UP  TO  DATE 


*r^  nsphalt  SGravel  Roof 


6  "  (ri/ffer. 


1—   Top  o/  Bearing  Stone- 

n       Bearing 5rorie  /o"&'-6  «3-'<s> 

t'6',10" 

tocomof/vc  Cr:ctinq  <j  Boiler StIOD: 


-•(>-  -t'flsphairs,  GrviKl  ttwflitf 

J*  ^ 

.0    I 


Machine-  Shop 
Top  of  floor 


SecT./on 


CROSS    SECTION    OP    LOCOMOTIVE    SHOP   AT    BARING   CROSS,    ARK,,   ST.   L.   1.  M.   &   S.   RY.— ERECTING  FLOOR  AND   BOILER 
DEPARTMENT    IN    MAIN   BUILDING.      MACHINE   DEPARTMENT   IN   SIDE   BAY.    TRANSVERSE  ERECTING   PITS. 


CROSS  SECTION  AND  END  ELEVATION  OF  LOCOMOTIVE  SHOP  AT  OELWEIN,  IA.,  C.  G.  \V.  RY.— ROOF  TRUSS  SPANS  EN- 
TIRE WIDTH  OF  SHOP.  AUXILIARY  DEPARTMENTS  AND  PORTION  OF  MACHINE  TOOL  EQUIPMENT  IN  BALCONY. 
TRANSVERSE  ERECTING  PITS. 


CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  DU  BOIS,  PA.,  B.  R.  &  P.  RY.— ERECTING  FLOOR  IN  CENTRAL  BAY  WITH  MA- 
CHINE TOOL  EQUIPMENT  IN  TWO  SIDE  BAYS  ON  OPPOSITE  SIDES  OF  ERECTING  BAY.  LONGITUDINAL  ERECTING 
PITS.  BOILER  SHOP  IN  ISOLATED  BUILDING. 


LOCOMOTIVE  SHOP 


55 


CROSS  SECTION  AND  PARTIAL,  SIDE  ELEVATION  OF  LOCOMOTIVE  SHOP  AT  OMAHA,  NEBR-,  U.  P.  R-  R.— ERECTING  FLOOR 
AND  MACHINE  TOOL  DEPARTMENT  IN  PARALLEL  BAYS  OF  SAME  WIDTH.  AUXILIARY  DEPARTMENTS  AND  PORTION 
OF  MACHINE  TOOL  EQUIPMENT  IN  BALCONY.  LONGITUDINAL  ERECTING  PITS. 


CROS3  SECTION  OF  LOCOMOTIVE  SHOP  AT  DANVILLE,  ILL.,  C.  &  E.  I.  R.  R.— ERECTING  FLOOR  IN  MAIN  BAY,  WITH  MA- 
CHINE TOOL  EQUIPMENT  IN  SIDE  BAY.  HEAVY  MACHINES  IN  MAIN  BAY  UNDER  ERECTING  FLOOR  CRANE.  TRANS- 
VERSE ERECTING  PITS. 


CROSS   SECTION   OF   LOCOMOTIVE    SHOP  AT   McKEES    ROCKS,    PA.,   P.  &  L.   E.  R.   R.— ERECTING  FLOOR  IN  MAIN  BAY  WITH 
MACHINE    TOOL    EQUIPMENT    IN    TWO    SIDE    BAYS    ON    SAME    SIDE    OF    ERECTING  BAY— TRANSVERSE    ERECTING    PITS 


56 


RAILWAY  SHOP  UP  TO  DATE 


Pit  ItO'tony,  btyina  IP1  ffftvctr.offficp+Zo'fonff,  Pit  tfO 'lontr,  t  tains 

fmm  3.  int*  of  shoo  Tnrctr  fu/f  ftnafh  ofshnp  from  s.  end  of  sho 


-T.      IK..       Dj 

iu       Li        c 


—  -  -tsz'o ^ ^ 


CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  TOPEKA,  KAN.,  A.  T.  &  S.  F.  RT.— ERECTING  FLOOR  IN  CENTRAL  BAY  WITH 
MACHINE  TOOL  EQUIPMENT  IN  TWO  SIDE  BAYS  ON  OPPOSITE  SIDES  OF  ERECTING  BAY.  AUXILIARY  DEPART- 
MENTS AND  PORTION  OF  MACHINE  TOOL  EQUIPMENT  IN  BALCONY.  LONGITUDINAL  ERECTING  PITS.  BOILER 
DEPARTMENT  CONTINUATION  OF  ERECTING  AND  MACHINE  BAYS. 


Patters  I'*}* tO" 


Crane  Carder  Capacity  Iff}  Tons. 


CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  EAST  ST.  LOUIS,  ILL.,  T.  R.  R.  OF  ST.  L.— ERECTING  FLOOR  IN  MAIN  BAY 
WITH  MACHINE  TOOL  EQUIPMENT  IN  SIDE  BAY  AND  HEAVY  MACHINES  IN  ONE  END  OF  ERECTING  BAY  SERVED 
BY  CRANE.  TRANSVERSE  ERECTING  PITS. 


vefiti&forj 


One*  Cartel, 


T 


:  III  1 1  1 1  1 1 1  I  I  I  I II 1 1  1 1 1 1  I  I  1 1  1 1  1 1 1  I  I II  III  111  IIIIIIIIIIII  I  IIIUMI I  I  I  I  I  I  1 1 


—  Order  JaPft  n  ng 


Position  tf  Tf  'jifJ 


n 


SIDE  ELEVATION  OF  LOCOMOTIVE   SHOP,  WITH  BLACKSMITH  SHOP  AT  END.   EAST  ST.   LOUIS,   ILL.,  T.  R.  R.   OF   ST.   L. 


LOCOMOTIVE  SHOP 


57 


CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  COLLINWOOD.  O.,   L.  S.  &  M.  S.  RT.— ERECTING  AND  BOILER  SHOP  IN  OUTSIDE 
BATS  WITH  MACHINE  TOOL  EQUIPMENT  IN  TWO  INTERMEDIATE  BAYS.     TRANSVERSE  ERECTING  PITS. 


L  ivu.  -j«i  -\-^l  -  -  -IIBW — 4-"-  -  -PF^T^'-1 


END  ELEVATION  OF  LOCOMOTIVE  SHOP  AT  COLLINWOOD,  O..  L.  S.  &  M.  S.  RT. 


vqqtsffa  ffoof  for  Transfer  Table 


CROSS  SECTION  OF  LOCOMOTIVE   SHOP  AND  ENGINE  HOUSE  AT  GRAND  RAPIDS,  MICH.,  P.  M.  R.  R.—  ERECTING  SHOP  AND 

SQUARE  ENGINE  HOUSE   SERVED  BY   COMMON  TRANSFER   TABLE. 


CROSS    SECTION    OF    ERECTING    BAY    THROUGH    PIT    SERVED     BY     STATIONARY     ELECTRIC     HOIST,     AND    SIDE    ELEVA- 
TION   OF   ERECTING   SHOP   AT    GRAND   RAPIDS,    MICH.,    P.   M.   R.   R. 


58 


RAILWAY  SHOP  UP  TO  DATE 


CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  ANGUS  (MONTREAL),  C  P.  RT.— ERECTING  FLOOR  AND  MACHINE  TOOL  DE- 
PARTMENT IN  PARALLEL  BAYS  OF  SAME  WIDTH.  AUXILIARY  DEPARTMENTS  AND  PORTION  OF  MACHINE  TOOL 
EQUIPMENT  IN  BALCONY.  LONGITUDINAL  ERECTING  BAYS.  BOILER  DEPARTMENT  CONTINUATION  OF  ERECT- 
ING AND  MACHINE  BAYS. 


END    ELEVATION    OF'    LOCOMOTIVE    SHOP    AT    ANGUS,    C.    P.    RY. 


LOCOMOTIVE  SHOP 


._;_  _£i^_^-JX_ 


SAYRE   SHOPS.  LEHKJH  VALLEY-CROW  SECTION  SHOWING  ERECTING  SHOPS,  MACHINE  SHOPS,  AND  COVERED  YARDS 

CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  SAYRE,  PA.,  L.  V.  R.  R.— ERECTING  FLOORS  IN  TWO  OUTSIDE  BAYS.  TWO  COV- 
ERED YARDS  ADJACENT  TO  ERECTING  FLOORS.  MACHINE  TOOL  EQUIPMENT  IN  TWO  INTERMEDIATE  BAYS 
AND  AUXILIARY  DEPARTMENTS  IN  CENTRAL  BAY.  TRANSVERSE  ERECTING  PITS.  BOILER  DEPARTMENT  CON- 
TINUATION OF  ERECTING  AND  MACHINE  BAYS. 


DD    )Gi  iiiiiiiiiiiiiiiujuuy 


PARTIAL  SIDE  ELEVATION  OF  LOCOMOTIVE  SHOP  AT  SAYRE,  PA.,  L.  V.  R.  R. 


3XD  ELEVATION  OF  LOCOMOTIVE  SHOP  AT  SAYRE,  PA.,  L.V.  R.  R. 


GO 


RAILWAY  SHOP  UP  TO  DATE 


CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  SILVIS,  ILL.,  C.  R.  I.  &  P.  RY.— ERECTING  FLOOR  IN  CENTRAL  BAY 
WITH  MACHINE  TOOL  EQUIPMENT  IN  TWO  SIDE  BAYS  ON  OPPOSITE  SIDES  OF  ERECTING  BAY.  DIAGONAL  ERECT- 
ING PITS.  BOILER  DEPARTMENT  CONTINUATION  OF  ERECTING  AND  MACHINE  BAYS. 


**• 


Compo    Tfoo-f- 


5/a  re 


aEl 


5 


Compo    Tfoo-f 


Compo  Roo4 


fflffl 


PARTIAL    SIDE    ELEVATION    OF    LOCOMOTIVE    SHOP    AT    SILVIS,   ILL.,    C.    R.   I.    &   P.    RY. 


END  ELEVATION  OF  LOCOMOTIVE   SHOP  AT   SILVIS.    ILL..    C.     R.   I.    &   P.    RY. 


LOCOMOTIVE  SHOP 


Gl 


Section  taken  at  nest  end  thro.  Section  take*  ot  easfenct  thro,   frecting  &. 

Boiler  5nop  Machine  -S/rqp. 

CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  SOUTH  LOUISVILLE,  KY.,  L.  &  N.  R.  R.— ERECTING  FLOOR  IN  MAIN  BAY  WITH 
MACHINE  TOOL  EQUIPMENT  IN  TWO  SIDE  BAYS  ON  SAME  SIDE  OF  ERECTING  BAY.  TRANSVERSE  ERECTING  PITS. 
BOILER  DEPARTMENT  CONTINUATION  OF  ERECTING  AND  MACHINE  BAYS. 


Port-  of  ncftlt 
PARTIAL   SIDE   ELEVATION   OF  ERECTING    SHOP   AT   SOUTH    LOUISVILLE.    KY.,   L.    &   N.   R.  R. 


UVJUT-1/UTJ 


a 


- 


B 


BEBQG 


END   AND  r'°"-T\L  SIDE  ELEVATION  OF  LOCOMOTIVE   SHOP  AT   SOUTH   LOUISVILLE.    KY.,   L.    &  N.   R.   R. 


68 


RAILWAY  SHOP  UP  TO  DATE 


CROSS  SECTION  OF  MACHINE  AND  ERECTING  SHOP  AT  BATTLE  CREEK,  MICH.,  GRAND  TRUNK  RAILWAY. 


CROSS  SECTION  OF  BOILER  AND  TANK  SHOP  AT  BATTLE  CREEK,  MICH.,  GRAND  TRUNK  RAILWAY. 


CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  8CRANTON.  PA.,  DELAWARE,  LACKAWANNA  &  WESTERN  RAILROAD. 


LOCOMOTIVE  SHOP 


63 


CROSS  SECTION  OF  LOCOMOTIVE  SHOP  AT  BEECH  GROVE  (INDIANAPOLIS),  IND.,  C.  C.  C.  &  ST.  L.  RY.— MODIFICATION 

OF  LEHIGH  VALLET  RY.  LOCOMOTIVE  SHOP  AT  SAY  RE,  PA. 


PARTIAL  SIDE  ELEVATION  OF  LOCOMOTIVE  SHOP  AT  BEECHGROVE,  C.  C.  C.  &  ST.  L.  RY. 


END  ELEVATION  OF  LOCOMOTIVE  SHOP  AT  BEECH  GROVE,  C.  C.  C.  &  ST.  L.  Ri. 


f.4 


RAILWAY  SHOP  UP  TO  DATE 


MACHINE   TOOL  LAYOUT   IN    EAST  END  OF  LOCOMOTIVE  SHOP   AT   BARING  CROSS,    ARK.,    ST.    L.   I.    M.    &    S.   KY. 


cQ' 


I       b£ 


r  i 


sittrrtK; 

p^        , ,        <to 


MACHINE   TOOL  LAYOUT   IN    CENTRAL  BAY  OF  LOCOMOTIVE    SHOP  AT   BARING   CROSS,   ARK.,   ST.   L.   I.   M.   &  S.    RY. 


A       X                            JS                                                                            _«4 

o 

«"<&,„ 

!                     H                                             I—I 

H      ^n/tfr/n/f 

bt 
CZ1 


. 
..J 


mttntc, 


\ — i 


n 


MACHINE:  TOOL  LAYOUT  IN   BOILER  DEPARTMENT,  WEST  END  OF  LOCOMOTIVE  SHOP  AT  BARING  CROSS,  ARK.,  ST.  L. 

r.  M.  &  s.  RY. 


LOCOMOTIVE  SHOP 


65 


LIST  OF  MACHINE   TOOL   EQUIPMENT  IN  LOCOMOTIVE  SHOP    AT  BARING  CROSS,    ARK.,    ST.   L.   I.   M.   &   S.   RY. 


No. 


Description. 


No. 


Description. 


No. 


Description. 


No. 


Description. 


1  Wheel  press   (old). 

2  Lathe,  double  end  axle  (new). 

3  Lathe,  axle   (old). 

4  Lathe,  axle  (old). 

5  Lathe,  axle  (new). 

6  Lathe,  20-in.   (old). 

7  Lathe,  32-in.   (new). 

8  Lathe,  30-in.   (new). 

9  Lathe,  30-in.     new). 

10  Lathe,  36-in.    (new). 

11  Lathe,  38-in.    (old). 

12  Lathe,  32-in.    (old). 

13  Lathe,  28-in.   (old). 

14  Lathe  (old). 

15  Lathe,  car  wheel,  ZS-in.(new). 

16  Driving  wheel  press  (old). 
IT  Boring  mill.  7-ft 

18  Driving  wheel  lathe  (old). 

19  Driving  wheel  lathe   (old). 


20  Wheel  borer  (old). 

21  Wheel  borer   (new). 

22  Blotter   (old). 

23  Blotter,  14-In.  (new). 

24  Horizontal  boring  mill   (old). 

25  Boring  mill,  37-in.  (new). 

26  Boring  mill,  37-in.   (new). 

27  Planer,  4-head  (old). 

28  Planer,   38x38-in.    (new). 

29  Planer,   32x32-in.    (old). 

30  Planer,   frog  (old). 

31  Radial    drill,    60-in.,    rotating 

arm  (new). 

32  Drill  press  (old). 

33  Surface  grinder,  24-in.  (new). 

34  Radial  drill,  60-in.   (new). 

35  Drill  press,  32-in.  (new). 

36  Shaper,    18-in.    (new). 

37  Planer,    26x26-in.    (old). 

38  Milling    machine    (new). 


39  Milling  machine   (old). 

40  Lathe,  cabinet   (new). 

41  Lathe,  turret  (new). 

42  Lathe,   Z5-in.    (old). 

43  Lathe,  20-in.   (old). 

44  Lathe,  16-in.   (new). 

45  Lathe,  16-in.   (new). 

46  Lathe,  18-in.   (old). 

47  Lathe,  turret  (new). 

48  Lathe,  turret  (old). 

49  Lathe,  Fox  (old). 

50  Lathe,   16-in.    (old). 

51  Nut  tapper  (new). 

52  Nut  tapper  (old). 

53  Bolt  cutter  (old). 

54  Bolt  cutter   (old). 

55  Radial  drill   (old). 

56  Arch   bar  drill    (new). 

57  Drill  press   (old). 

58  Drill  press   (old). 


59  Plate    planer. 

60  Plate  shears. 

61  Punch  and  shears   (old). 

62  Rolls  (old). 

63  Flue  rattler,  under  floor  (old). 

64  Flue   welder. 

65  Small  fire. 

66  Flange  clamp. 

67  Face  plate. 

68  Flange  fire. 

69  Lathe,  14-In.   (new). 

70  Lathe,  14-in.   (new). 

71  Drill,  32-in.   (new). 

72  Tool  grinder  (new). 

73  Milling    machine    (new). 
A    Motor,  20-h.  p. 

B    Motor,   20-h.   p. 
C    Motor,   3%-h.   p. 
D  Motor,   30-h.  p. 
E    Motor,   30-h.   p. 


FLOOR  PLAN  OF  LOCOMOTIVE  SHOP  AT  EAST  ST.  LOUIS,  ILL..  T.  R.  R  OF  ST.  L.— SHOWING  LAYOUT  OF  MACHINE  TOOL 

EQUIPMENT  AND  ARRANGEMENT  OF  ERECTING  PITS. 


FLOOR  PLAN  OF  LOCOMOTIVE  SHOP  AT  GRAND  RAPIDS,  MICH..  P.  M.  R.  R.— SHOWING  LAYOUT 

EQUIPMENT  AND  ARRANGEMENT  OF  ERECTING  PITS. 


OF  MACHINE  TOOL 


fir, 


RAILWAY  SHOP  UP  TO  DATE 


J 


D 


t&- 


C3    lB^    0     B     I   -41     M     . 

~  "     ZOHP Motor  Ful/!£' 


i-xf ,/.••  -r  -J  /<«^4'        ft»S? 

IS  3-18't'    |     .     rc«Lj-ru,*^          743-/S*?' 
60 


^f 


6®         g£ 


_68        \<- 


16      77 


1 

La 

D                                                                                                       ES«?1 

Ho/H&t 

Xr&vKr 

ArSr&t  Instructor  Room 
^  MAC***  5>w~ 

l  OKtrtom  ~~5 
fixm   1 

•         •         •-.•-.•..«..  i  ».  A 

FLOOR  PLAN  OF  LOCOMOTIVE  AND  CAR  SHOP  AT  OELWEIN,  IA.,  C.  G.  W.  RT.— SHOWING  LAYOUT  OF  MACHINE  TOOL 
EQUIPMENT  AND  ARRANGEMENT  OF  ERECTING  PITS.  AND  LOCATION  OF  AUXILIARY  DEPARTMENTS  ON  BALCONY 
—THE  LOWER  ILLUSTRATION  SHOULD  BE  READ  AS  A  CONTINUATION  OF  THE  UPPER. 


LIST  OF  MACHINE  TOOL  EQUIPMENT  AT  OELWEIN,  IA.,  C.  G.   W.   RY. 


No.  Description. 

1  Freight  elevator. 

2  Straightening  plate. 

3  Flange  clamp. 

4  Flange  fire. 

5  Power  rolls,  8  to  10  h.  p. 

6  Punch  and  shears,  5  h.  p. 

7  Forges. 

8  Flange  punch,  2%  h.  p. 

9  Drill  press. 

10  Bevel  shears. 

11  Drill. 

12  Rattle  (under  floor). 

13  Flue  saw. 

14  Flue  stand. 

15  Annealer. 

16  Furnace. 

17  Flue  welder. 

18  Air   swager. 

19  Flue  tester. 

20  Double  head  bolt  cutter. 


No.  Description. 

21  Grindstone. 

22  Cold  saw,  %  h.  p. 

23  Screw  press  (hand). 

24  Single  head  bolt  cutter. 

25  Double  head  bolt  cutter. 

26  Shaper,  1%  h.  p. 

27  Emery  grinder,  1  h.  p. 

28  Guide  grinder,  1  h.  p. 

29  Horizontal  borer,  2  h.  p. 

30  30-in.xlO-ft.  lathe,   2  h.  p. 

31  Bench  for  rod  work. 

32  Drill  press. 

33  Racks. 

34  Grinder. 

35  Saw. 

36  Small  drill  press. 

37  Universal  grinder,  1  h.  p. 

38  Tape  grinder,  %  h.  p. 


39  Milling  machine,  1 
40 'Grinder,   %  h.  p. 


h.  p. 


No.  Description. 

41  24-in.xlO-ft.  lathe,  1%  h.  p. 

42  Bench. 

43  Cupboard. 

44  72-in.  wheel  press,  7  h.  p. 

45  Quartering  machine,  3  h.  p. 

46  Wheel  lathe,    7   h.   p. 

47  Shaper,   1%  h.   p. 

48  Bench,  general  uses. 

49  Bench,  piston  and  cross  head 

fitting. 

50  36-in.xl2-ft.    6    in.    lathe,    2% 

h.  p. 

51  Small   drill  press. 

52  25-ln.xl8-ft  lathe,  1%  h.  p. 

53  30-in.xl6-ft.  lathe,  2  h.  p. 

54  Radial  drill,  2  h.  p. 

65  18-ln.xlO-ft.  lathe,   %  h.  p. 

56  Centering  lathe,  1  h.  p. 

57  20-in.xlO-ft.  lathe,  1  h.  p. 


No.  Description. 

58  60-ln.x60-in.x20-ft.     planer,     5 

h.  p. 

59  36-ln.x36-in.xl2-ft.     planer,     3 

h.  p. 

60  26-ln.x26-in.x6-ft.      planer,      2 

h.  p. 

61  Drill  press,  1  h.  p. 

62  Blotter,   2  h.  p. 

63  Drill  press,  1  h.  p. 

64  Grindstone. 

65  Hydraulic  press   (hand). 

66  Bench   for  link  work. 

67  Bench     for     eccentric     strap 

work. 

68  Bench  for  driving  box  fitting. 

69  51-ln.  boring  mill,  2  h.  p. 

70  Emery  grinder,  1  h.  p. 

71  Turret  screw  machine,  1  h.  p. 

72  Stud  lathe,  1  h.  p. 

73  Flat  turret  lathe,  1  h.  p. 

74  84-in.  boring  mill,  4  h.  p. 

75  Rack. 

76  Brass  lathe,    %   h.   p. 

77  Brass  lathe,   %   h.   p. 


LOCOMOTIVE  SHOP 


67 


V_..J . 


68 


RAILWAY  SHOP  UP  TO  DATE 


•v^r      osirt      oc-iOirtifti-t-L--irtto       <o  co 


c£  :    a! 


'_ 

:sl*> 


^    In 

Q)  OJ 


§e  :§o.So  •  -.5342  •  :»a  ;  : 
na  -tuftoft  :  :ofco  •  -Wft  •  • 


oaco  ••!»• 


J 


0)        O        Ui<N 


OOOO'MC'HM'^-9'O'^' 


.   i.  _  !-     . 

a)OJa)> 
'd-a'a 


:  '•  :£ 

•  0)     •  "o 


s§||||||||||||5^ii|=?5S2s|-s-5d 


^- 

-      eo*tt<coi-iHcaco-*io(MCO^'    -OrH 
t--     •*     V*  us  10  10  us  S  »  «ew 


"     > 


g 
o 
M 


oust-ot—  oioc-m      10 


H 
PM 

» 

H 

J 
O 
O 
B 


i 


&;; 


I  O  cS  r-       <- 

:  o  u  £    £ 

•  £n  *£  oj      rt 


S 


rt  rt  cd  oJ  w 

033  3^  o  o  3  a) 


Q 


a! 

3 


•S.S  S 
oo -v  o 

<U  0)     •     •' 


c  c  c 

OOO  «£> 


:  :^3HSS     :«    i    2      £Sg£Scto«w> 
P"-l«-JS!M"|^"#|lSf^ 


LOCOMOTIVE  SHOP 


69 


>.  ,-^,-,-.7.3/7. 

f  .  _-•  .-Avt^. 


dOHS 


^., 


TfflS 

*: 


Is 


#27/09- 


ii. 


2 
a 

K 


- 
O 

a 

T. 

H 


o 

o 
o 

fc 
o 

2: 

a 

K 
O 
O 

- 

b 


30 


31 


3L 


ZJ 


h, 

M 


9609,3  *Jau 


H.«- 


F 


i 


P 

IK 


T-*r* —  . 


: 


a 
« 
55 


I 

>' 
03 

§ 


i 


0< 

o 

K 
on 


S 


O 
2 


K 
O 
O 


J 


L* 


70 


RAILWAY  SHOP  UP  TO  DATE 


o   °      a 


C=3    ° 


II    I M 
.    ri^o*; 


|     I*** 


T  /  yy        -     •.  .3  ft  o 


O"— •"'• 


I 


j— r 


LAY  OUT  OF  MACHINE  TOOL,  EQUIPMENT  AND  ARRANGEMENT  OF  PITS  IN  LOCOMOTIVE  SHOP  AT  ANGUS,  C.  P.  RY. 


LIST  OF  MACHINE  TOOL  EQUIPMENT  IN  LOCOMOTIVE  SHOP   AT  ANGUS,  C.  P.  RY. 


Mach.  Class  of 

No.        Machine.  Size.  Maker. 

178  Side  Rod  Drill 3  Spindles  Bertram 

Vertical  Drill S6-in Bertram    !•  20  A.C. 

Vertical  Drill 24-ln • 

123  Miller    5  ft.x5  ft.x!2  ft...  Ingersoll    

251  Side  Rod  Shaper.  .24-in.— 2    heads Bertram    2-5  A.C. 

284  Double    Planer 4  ft.x4  ft.x!4  ft....Pnn(>  ,  15  A.C. 

149  Turret  Lathe 6-in VG  \  2-2  A.C. 

Vertical    Drill 40-in Bardons  &  Oliver..- 

19  Double    Slotter 12-in.  stroke  Bement    Miles 

50  Double    Drill Bertram    

176  Vertical    Drill 36-in Craven    Bros 

184  Slotter    16-ln Craven    Bros 

44  Double    Planer Bertram   

66  Cotter   Mill 4-Splndle    1 

166  Vertical    Drill 40-in Bement  Miles ko  A.C. 

.24-in J 

.12-in Bertram   

.24-in Bertram   

66  Crank    Planer 18  In.xlS  In.xlS  In.. Craven  Bros 

Chucking  Lathe. ..24-ln Craven  Bros 

64  Chucking   Lathe. ..20-in Gardner    J- 20  A.C. 

62  Engine    Lathe 16  in.xS  ft.x6  in Craven   Bros 

63  Chucking    Lathe.  .24-in Niles    

174  Turret  Boring  MI1130-m McGregor  

Engine    Lathe 20  in.xS  ft Bridgeport   Co... 

Suspended    Emery 
Wheel    20-ln 


176  Vertical    Drill.. 

60  Shaper 

61  Shaper 


Side  Bar   Grinder. 


Engine    Lathe 12  in.x2  ft.  6  In. 

227  Link    Grinder 6-ft.  radius   


Grindstone    6-ft. 

236  Double    Buffer 30   in.xS   in 

214  Emery   Grinder 20-in.   wheel   ... 

Lapping   Lathe    

231  Grinder    .  ...Lea  No.   1 Anderson  T.   Co... 


. .  Bertram    

..Smith  &  Coventry. 
..Smith  &  Coventry. 

..Niles  B.   Pond '  f  20  A.C. 

..Niles   B.   Pond 

..Can.   Pac.   Ry 


81  Engine    Lathe  .....  24  in.xS  ft  4  In.. 

224  Shaper    ...........  24-in  ............ 

79  Engine    Lathe  .....  18  in.xS  ft  ........ 

78  Engine    Lathe  .....  16   in.xS  ft  ....... 

92  Shaper    ...........  4-in  ............. 

206  Engine    Lathe  .....  24    in.x6    ft  ....... 

204  Engine    Lathe  .....  30   in.xS   ft.    6   in. 

210  Engine   Lathe  .....  18  in.xS  ft.  6  in.. 

95  Vertical    Drill  .....  20-in  ............ 

96  Vertical    Drill  .....  20-in  ............ 

225  Shaper     ...........  16-in  ............ 

Centering  Machine  ................. 

Engine    Lathe  .....  22  in.xS  ft.  6  in.. 

86  Vertical    Drill 

17  Planer 
Vertical 

88  Vertical 

84  Planer    ........ 

83  Planer   ......... 

231  Vertical    Drill.. 
183  Slotter 


.M'Greg.  &  Gourlay^i 

.Flather    

.Bertram   

.Gardner    


Drill. 
Drill. 


87  Vertical    Drill 
124  Engine    Lathe 
10  Extension   Lathe. 


218  Boring    Mill 51-ln. 


.36-in. 

.4  ft.x4  ft.x!2  ft... 

.24-ln 

.36-in 

.2   ft.x2   ft.x6   ft... 
.2  ft.x2  ft.x4   ft.... 

.36-in 

.16-in 

.36-in 

.24  in.xS  ft.  6  in... 
36  in.x72  in.xlO  ft, 


.Bertram    I 

.  Bertram    I 

.LeBlond    f  20  A.C. 

. Craven     Bros 

.  Craven     Bros ', 

.Bertram    

.D.    E.   Whiton 

.Craven  Bros ) 

.Flather    '20  A.C. 

.Craven  Bros 

.Craven  Bros 

.Bertram    

.Craven  Bros 

.Bertram    ^15  A.C. 

.Bertram    

.Bertram    

.Gardner    

.  Bertram    )  ..  „ 

.Niles     J10A.C. 


Mach.    Class  of 

No.       Machine.  Size.  Maker. 

93  Double    Shaper 6-in Craven  Bros 

182  Turret  Lathe 3  in.x36  in Pratt  &  Whitney.. 

Turret  Lathe 2  in.x24  in A.  Herbert   

217  Horz.   Boring  Mill. 3-in.   bar   Bement   Miles    

200  Cutting-Off  Mach.  .5-in Bertram    

33  Hor.  Boring  Mach Craven  Bros 


48  Radial  Drill 

192  Engine  Lathe 

59  Double    Shaper... 

29  Engine  Lathe 

190  Engine  Lathe 

Vertical  Drill 

168  Vertical    Drill 

169  Vertical    Drill 

59  Double     Drill 

Screwing  Machine 
4  Spindle  Drill... 

37  Slotter    

39  Slotter    

38  Slotter    

Emery  Grinder. . . 

189  Engine   Lathe 

26  Engine    Lathe 


6-ft Hulse  &   Co. 

24  in.xS  ft Bertram    

14-in. 


20  in.x5  ft 

30  In.x6  ft Bertram    

45-ln Bertram    

36-in Bertram    

36-in Bertram    

Bertram   

3-in Smith  &  Seacock.. 

Up  to  M  in Foote    Burt 

12-in W.   Collier 

10-in W.   Collier 

10-in W.    Collier 

20-in.    wheel Can.  Pac.  Ry 

24   in.x22  ft Bertram    

24  in.x9  ft Smith  &  Coventry. 


18  in  x3  ft    6  in 

.  .  LeBlond    -^ 

55  Vertical    Drill  

36-in      

285  Pipe    Threader.  .  . 

10-in      

.  .  Cox   &   Sons  1 

235  Pipe    Threader... 

4-in  

..Williams  Tool  Co..:j 

286  Pipe    Threader 

4-in 

12-in 

Can   Pac    Ry          .  J 

r% 

282  Emery  Grinder.  .  . 

20-in.     wheel  

.  .  Can.  Pac.  Ry  ~) 

Emery  Grinder.  .  . 

20-in.     wheel  

..Can.  Pac.  Ry  

No      2  

Ill  Tool    Grinder  

No     1  

Drill  Grinder 

Sellers               . 

252  Universal  Miller 

LeBlond        

255  Vertical  Drill 

30-ln      

No     7  ,  

99  Plain  Miller  

22  in  x3  ft   6  In.. 

20  In  x4  ft.  6  In 

244  Engine   Lathe  

14  in.x2  ft.  8  in.. 

..Pratt  &  Whitney.. 

No      1          ... 

Chas   Besly  

24-ln      

254  Vertical  Drill  

30-ln      

6-in     wheel  

4-in 

100  Universal    Miller 

No     3 

Turret  Lathe  

2   in.x24  in  

.  .  Jones  &  Lamson.  .  ~| 

16   in  x3   ft  . 

105  Engine    Lathe  

14   in.xS   ft  

..Smith  &  Coventry. 

104  Engine    Lathe  

16   in.x2   ft  



16   in  x3   ft 

103  Engine   Lathe  

16   in.xS   ft  

.  .  Brown  &   Sharpe  .  . 

105  Engine   Lathe  

16  in.x4  ft.  6  in.. 

..Smith  &  Coventry.: 

24   in  xlO   ft  

101  Engine    Lathe  

12   in.xS   ft  

..Smith  &  Coventry. 

243  Hack   Saw  

.  .  Patterson  Tool  Co. 

18   in  x9   ft 

LeBlond    

10   in  x3   ft 

Wet  Grinder    . 

42-in.    wheel.. 

.  .  Bridsecort   .           .  .• 

•15  A.C. 


!-10  A.C. 


,.10  A.C. 


A.C. 


15  A.C. 


20  A.C. 


20  A.C. 


LOCOMOTIVE  SHOP 


71 


LAYOUT  OF  MACHINE  TOOL  EQUIPMENT  AND  ARRANGEMENT  OF  PITS  IN  LOCOMOTIVE  SHOP  AT  ANGUS,  C.  P.  RT. 


LIST  OF  MACHINE  TOOL  EQUIPMENT  IN  LOCOMOTIVE  SHOP  AT  ANGUS.  C.  P.  RT. 


Mach.  Class  of 
No.      Machine. 
Wheel    Press. 

..90-in. 

..51-ln. 
..51-in. 

121  Boring    Milli! 64-in Bertram. 

122  Car  Wheel  Borer 


Size  Maker. 

..300   tons    Bertram 

Niles    ... 


. 

)2-5  D.C. 


.............  Bullard    ..........  v' 

.............  Nlles     ............  f7.5  D.C. 


134  Boring    Mill... 

61  Boring    Mill... 

Boring    Mill...        _     _  

x**>  xxw»»    •  • »™  ^ -  r  lo  A.C. 

28  Engine    Lathe 30  In.x4  ft Pond  V'l 

145  Emery    Wheel 20-in.    wheels Niles-Be't  Pond .... ' 

132  Wheel    Lathe 90-in Niles..... 3  A.C.  &   30  A. C. 

8  Boring    Mill 84-in Craven    Bros i5KA:CA 

9  Quarter-g  Machine90-in Bertram    2-5  A.C. 

129  Planer     4  ft.x4  ft.x!2  ft Bertram     20  .AC. 

7  Horz.    Miller 4Z  in.x42   in.x!4   ft.  Bement    Mills 20  D.C. 

6  Axle    Lathe 

259  Axle    Lathe 14    in.xS   ft. 

140  Shaper    ..  '•  Il2"4'-in."stroke.'. Niles    •  ^30  A.C. 

2  Planer    32  in.x32  in.xS  ft.. Craven  Bros. 

1J5  Shaper    14-ln.    stroke Craven  Bros. 

21  Boring    Mill 37-in Niles 

14  Radial    Drill. 4-ft -  •  •  •  • 

3  Wheel  Lathe 72-in.    Bertram.... 1 

2  Wheel  Lathe 84-in German  Niles j., 

1  Wheel  Lathe 84-in | 

4  Wheel  Lathe 60-in.    Bertram ) 

141  Blotter    20-in.  stroke Bertram.... 

287  Vertical  Drill 50-in Bement    Miles 

34  Blotter    14-in Craven  Bros 

Cylinder  and  Frame  Department. 

I  30  A  C 
6  ft.x6   ft.x22   ft..  ..Pond     i  5  A.C. 

9-ft Bement  Miles 5  A.C. 

6-ft Bertram     5  A.C. 

5  ft.x5  ft.x8  ft. Sharp,  Stewart  Co.~ 

Craven  Bros. 

14-in.  stroke  Newton    

24   in.x5   ft Lodge   &    Shipley.. 


.Bertram. 


30  A. C. 


10  A.C. 


158  Planer    

167  Radial    Drill 

16  Radial    Drill 

13  Planer    

16  Cylinder   Borer... 

36  Blotter    

Engine   Lathe 

Blotter    for    valve 

bush 

166  Cylinder   Borer... 
160  Boring    Mill 

21  Chucking  Lathe.. 
147  Extension   Lathe. 
193  Engine    Lathe 

SO  Engine   Lathe 

22  Chucking  Lathe.. 
162  Planer,    Frame... 

32  Chucking  Lathe.. 

146  Engine  Lathe 

28  Engine   Lathe 

43  Planer    

24  Chucking   Lathe.. 

45  Crank    Planer 

62  Drill    


sn  A 
u  A- 


o-in.  stroke   

3    bars    

60-in 

30-in 

36  in.x?2  in.xlO  ft 
36  in.x9  ft.x6  In.. 
24  in.x7  ft.  6  in... 

30-in 

6   ft.x6    ft.x32   ft.. 

36-in 

30   in.xlO  ft 

30   In.x6   ft 

32   in.x32   in.x8   ft. 

24   in.x4   ft 

24  in.x24  in.x24  in. 
36-in 


.Can.   Pac.   R'-  ... 

.Bement    Miles .10  D.C. 

.Niles    10  D.C. 

.Craven  Bros -. 

.Bertram 

•  Pond    UQ  A.C. 

.Bertram 

.Craven  Bros J 

.  T.    N.    Shanks 20  A.C. 

.  Craven  Bros _- 

.Pond 

.Stewart 

.Craven    Bros :  J.20  A.C. 

.  Bertram 

Craven  Bros 

.Craven   Bros.... 


No.      Machine. 
Mach.  Class  of 

164  4-Spindle    Drill.... 
11  Extension   Lathe.. 
88  Horz.  Boring  Mill. 

18  Planer    

67  Vertical   Miller 

Emery   Grinder. . . . 

49  Radial    Drill 

46  Shaper    

165  Crank    Planer 

156  Cotter   Drill 

163  Triple    Blotter 

20  Triple    Blotter 


Size. 


Maker. 


For   Frames Beraent  Miles 4-6  D.C. 

36  in.x72   in.xlO  ft. Bertram 

4  in.   barx9  ft Binsse 

5  ft.x5   ft.x20  ft.. .Bertram 

No.  6   Becker    Bralnard..  Lj»  A  o 

20-in.    wheel Nilea-Be't  Pond....  T 

5-ft    Huls«  &  Co... 

24-in.    Flather 

2  ft.x2   ft.x2  ft Craven    Bros.. 

No.   3   Bement  Miles    , 

24-ln.  stroke   -..Bertram    20  A.  C. 

8-ln.  stroke  10  A.C. 


•kOA.C. 


Brass    Department. 


348  Engine   Lathe... 
343  Turret    Lathe... 
335  Forming   Lathe.. 
300  Engine    Lathe... 
309  Turret  Lathe  
303  Turret  Lathe.... 
310  Engine    Lathe... 
304  Turret   Lathe  
341  Turret  Lathe.... 
313  Turret   Lathe  
302  Valve  Miller 

..12  in.x3  ft.  9  In...: 
..24-in  
..18-in.    
..20  in.x3  ft.   6   in... 
..24-in.     1 
..14-in  
..24-lnJC4  ft.   8   in...! 
..20-in.     1 
..22-in  : 
..20-in  ' 
2    Spindles    ' 

301  Chucking   Lathe. 
315  Chucking    Lathe 
Turret  Lathe.  .  .  . 
316  Turret  Lathe.... 
306  Turret   Lathe  
Emery   Grinder.  . 
320  Saw    

321  Valve  Grinder.  .  . 

..15-in.     ! 
..16-in  
..16-ln.    
..16-ln  
..16-in.    
..6-ln.   wheel   

..........       ........... 

344  Vertical    Drill... 
314  Forming    Lathe. 

..30-in  
..16-in  

.1   in.xlO   In.  

Disc   Grinder  

343  Sensitive    Drill.. 
312  Speed  Lathe  
336  Turret    Lathe  
308  Speed    Lathe  
307  Turret  Lathe  
Turret    Lathe... 
317  4-Spindle    Drill 

..No.    4  

..16-in  
..13-in.    
..16-ln  
..16-in  : 
To   %   in  : 

311  Turning   Lathe.. 
324  Buffer 

..14-ln.    

Buffer   . 

Bertram    

Am.   Tool   Co 

Warner  &  Swasey. 

Bertram 

Smith  &   Coventry 

Bertram 

LeBlond    

Bertram   

Bullard    , 

Warner  &  Swasey.:  fZO  A.C. 
Warner  &  Swasey 
Smith  &  Coventry 
Smith  &  Coventry 
Smith  &  Coventry 
Warner  &  Swasey. 
Smith  &  Coventry 

Can.  Pac.  Ry 

Can.  Pac.  Ry 

Warner  &  Swasey. - 

Bertram. 

Warner 

Pratt  & 

Charles  Besly 

Can.  Pac.  Ry 

Am.   Tool   Co. 
Warner  &  Swasey.' 

Am.   Tool   Co 1 

Smith   &  Coventry  MO  A.C. 
Niles-B.-Pond 

Foote    Burt 

Am.  Tool  Co.. 

Can.  Pac.  Ry. 

Can.  Pac.  Ry . 

Tacker    Levett :  f  20  A.C. 

Dickerman    J 


&  Swasey.-. 
i 

&  Swasey.]  L 

i  Whitney..  I 

Besly   J 


10  A.C. 


•"i^S. 

/     >'     Of  THS 

UNIVERSITY   \ 
i  *^S 


RAILWAY  SHOP  UP  TO  DATE 


LIST  OF  MACHINE  TOOL  EQUIPMENT  IN  LOCOMOTIVE  SHOP 
AT    SILVIS,    ILL.,    C.    R.    I.    &    P.    RY. 

Mach.  Class  of  Maker.  H  P. 

No.       Machine.  Size.  Motor. 

1  Driving  Wheel  with 

Quart'r'g  Attach.  79-in Niles    15 

2  Driv.  Wheel  Lathe, 

Double   Head 79-in Niles    15 

3  Driv.  Wheel  Lathe, 

Double   Head 69-in Niles    15 

4  Driv.  Wheel  Lathe, 

Double   Head 69-in Niles    15 

6  Hydraulic       Wheel 

Press  84-in Chicago    Shops    10 

6  Hydraulic     Car 

Wheel    Press 42-in Niles   5 

7  Driv.  Wheel  Lathe90-in Chicago   Shops 15 

8  Steel       Tire       Car 

Wheel     Lathe. ..42-in Pond    10 

9  Car   Wheel   Boring 

Machine   42-in 5 

10  Locomotive       Axle 

Turning   Lathe.. 15 

11  Double  Axle  Lathe 15 

12  Single  Axle  Lathe. 10 

13  Horz.  Milling  Mach. 

for   Keyways Beaman    &    Smith... 

14  Double  Head  Ver- 

tical Bor'g  Mach.84-in 10 

16  Double   Head  Bor- 

ing   Machine 72-in 10 

17  Double   Head   Bor- 

ing   Machine 60-in 7% 

18  Key  Seater  Mach. .  No.    3     Grant,  Mitts  &  Mer. 

19  Engine    Lathe 32  in.x!2  ft 5 

20  Engine    Lathe 32  in.x!2  ft 5 

21  Engine    Lathe 32    in.x!4    ft .- 5 

22  Portable      Crank 

Wheel    Press.... Watson    &    Stillman. 

23  Duplex  Mill'g  Mch. Beaman    &    Smith . . . 

24  Double        Head 

Frame     Planer..54    in.x34    ft 20 

25  Horizontal     Boring 

Machine   No-    4    Bement   

26  Radial  Drill  Press.5:*1 Niles     : 

27  Drill    Press 4°-m Aurora     

28  Double         Shaping 

Machine   20    in.x!2    ft Bement   

29  Double         Shaping  „ 

Machine 20   in.x!2   ft Bement   

30  Planer     30   in.xSO   in.x6    ft 

31  Engine    Lathe 30    in.x!2    ft Chicago    Shops 

32  Pillar    Shaper 30-f t Cincinnati    

33  Cylinder   Planer..   60  i"-x60  In.xlB  ft.. Chicago    Shops 20 

34  Blotter    24-in Chicago    Shops 

35  Blotter    ..18-in Bement    15 

36  Slotter    18-ft Niles     

37  Drill   Press    40-ft Aurora     

38  Locomotive    Cylin- 

der  Borer Bement    10 

39  Locomotive    Cylin- 

der Planer 72  in.x84  in.x!6  f t 27% 

41  Radial    Drill,    with 

Tapping    Attach.  '2-'n ^'Ues     

43  Portable    Valve 

Seat  Miller 

44  Draw      Stroke 

Shaper    24-in Morton     

45  Draw      Stroke 

Shaper    30-in Morton    

46  Planer     30    in.xSO    in.x6    ft.. ." 

47  Planer     30   in.xSO   in.x6   ft.. 

48  Triple     Geared 

Lathe    36    in.x!2    ft 5 

49  Triple      Geared 

Lathe    36    in.x!4    ft 5 

50  Back    Geared    En- 

gine Lathe   I8  i«-x8  tt Lodge   &    Shipley 

51  Back    Geared    En- 

gine  Lathe 1S  in.xS  ft Lodge   &    Shipley 

52  Back    Geared    En- 

gine  Lathe 18  in.xlO  ft Lodge   &    Shipley 

53  Double   Head  Ver- 

tical   Bor'g   Mill. 37-in Niles     

54  Double   Head  Bor- 

tical    Bor'g   Mlll.37-in Niles     

55  Vert.  Turret  Bor'g 

and  Turn'g  Mch.  30-in Niles     

56  Vert.   Turret  Bor'g 

and  Turn'g  Mch. 30-in Nijes     


57  Radial   Drill 60-in. 

58  Radial    Drill 60-in. 

69  Drill    Press 40-in. 

61  Pillar    Shaper 24-in 

62  Double  Head  Vert 

Boring    Mill 37-in 

65  Engine    Lathe 46    in.x!6    ft.. 

66  Horz.    Drilling  and 

Boring  Machine.  No.    2     

67  Planer     36    in.x36    In.xS   ft. .Bement 

68  Engine    Lathe 42    in.xlB    ft. 

70  Drill    Press 40-in.     . 

71  Shaper    24-inch. 

72  Planer     30    in.xSO    In.x9   ft. 

73  Planer     30    in.xSO   in.xlS    ft 

74  Engine   Lathe 24    in.x!2   ft 

75  Planer     48    in.x48in.xl2    ft.  Pond    15 

76  Planer     48    in.x48   in.x!2   ft.  Pond    15 

77  Engine    Lathe 24    in.x!2    ft 

78  Guide  Bar  Grinder  84-in Springfield     ...- 

79  Portable  Wrist  Pin 

Machine Pedrick   &   Ayer 

««  Rod    Planer    38    tn.xSS    in.xlS    ft.Niles    15 


.Niles     

.  Niles     

.  Aurora     . . 
.Cincinnati 

.Niles     .... 


.Bement 


Aurora     . . 

.Cincinnati 


LOCOMOTIVE  SHOP 


73 


81  Planer     

82  Blotter    

83  Slotter    

84  Blotter    

85  Drill   Press   . 

86  Universal      Milling  , 


38   in.x48    in  x!2   ft. 
14-in.    . . . 
14-in.    . . . 
14-in.     ... 
50-in.     ... 


.silts 
.Mies 
.Mies 
IN  lies 


Pond 
in.xl -   ft . 


Jniversal      Milling  Becker-Brainerd    .... 

Machine  «W-  •    

87  Portable      Bushing  Watson   &   Stillman. 

Press     -u 

88  Back    Geared    En- 

gine  Lathe « 

S9  Radial  Drill   2~C ''"'       Aurora     

90  Drill   Press   In  <        " '  "     

91  Drill  Press  *"'m-    •  "Bement    

92  Planer    5*'"'-    •  "Cincinnati    

93  Shaper    ;J'"1-    •  "Cincinnati    

94  Shaper    -4'ln 

95  Vertical  and  Horz  Beaman    &    Smith... 

Milling   Machine. £L°-   »    

96  Boring   Mill    KlSr     " 

97  Boring   Mill    ts  invrTiVi  '-z'ii'it 'Putnam     

98  Swing   Gap   Lathe.  58  m.x27  in.x  1     «;cinctoliati     

99  Shaper    an  in  "Aurora    

100  Drill   Press ™" *"•    •••  •••••       "Lodge  ii   Shipley.... 

102  Engine    Lathe 20    in-xl°    rt 

103  Vertical    Milling  Becker     

Machine     94  jn  "Cincinnati     

104  Shaper    SttTi-fti'in Jones  &  Lamson 

105  Screw  Machine....-   In-x-  "Hoefer    

106  Drill   Press -1"111 

108  Universal  Grinding  

Machine  £i°;    *•    "  Bement 

110  Crank    Planer. 


-        • 


liu   ^raiin.     jr*o.n~*..    *  •    „    ,        c    **  

111  Compound  Shaper.  28   In.xj   ft 

112  Compound    Shaper. r?  ,ln-xs  "Cincinnati     

113  Shaper    011!;'    '"  "Cincinnati    

114  Drill    Press a-™;     •  ••  •••  •  • 

115  Engine   Lathe |<   in.xl.   ft Hoefer   » 

117  Drill   Press    »'« Hoefer    

118  Drill   Press    JJ-"  •     •  •  •  •  • Lodge    6.    Shipley.... 

119  Engine    Lathe 16    m.xb    It. Pratt    &    Whitney... 

120  Tool  Room  La  the.  14    m.xb    It 

121  Tool  Room  Lathe .  14    m.xb    It Gould    &    Eberhart. . 

1 99  QVimipi*  ......  16 "in.    ..»....•••«•• 

123  F?aner 24   in.x24    In-xBtt.. ' 

124  Universal    Tool        fcCiiJMft*»»-*««Horton     

Grinder 

125  Universal      Milling  Hendey   

Machine     "°-    *  "Yankee    

126  Twist  Drill  Grinder "Gisholt     

128  Tool  Grinder •••; Hoefer    

129  Drill   Press il-in.     Barnes     

130  Frict'n  Drill  Press .-•••_•    •• Pratt    &    Whitney... 

131  Tool  Room  La  the.  10    in  XD    ft 

132  Universal    Grinder.No.    I 

133  Double  Wet  Grind-  Springfield    

er   for    Tool No.  «    •  •  •  •  • 

134  Brass   Tur.    Lathe.  24    in.xS    ft 

137  Sq.   Arbor  Lathe..  15    in.x6    ft 

138  Sq.   Arbor  Lathe.. ID    in.x6    ft 

139  Brass    Lathe |i    {«»•»    " 

140  Brass  Tur.   Lathe.  Iiin.x6 i    ft.. 

141  Brass   Tur.   Lathe.  18%     n.x6    ft 

142  Brass   Tur.  La  the.  18%    In.x6    ft 

143  Valve  Milling   Ma-  American    


n 

145  Engine   Lathe  .....  22    m.xlO    ft  ........  Barnes 

'  " 


146  Frict'n  Drill  Press.. 

147  Drill  Press   J»  nuclcl 

148  Drill    Press -1  -In. Hoefer    ... 

150  Drill  Press    Si     1   "American 

151  Oil   Separator   «»•    ] 

152  Two-spindle     Cen- 

tering   Machine.; 


Aurora 
Hoefer 


Whiton 


.No.     3 


Landis    

ii'T'vfi'Vt Lodge    &    Shipley.. 

-.    in  xo  •  •  Norton     

^'n-rPfi'in Pratt   &   Whitney.. 

2     m.X/b     in Vratt    X-    Whitnpv 

2    in.x26   in ^rau  *    wm 


154  Buffing  Lathe 
156  Planer     Grinder. 

158  Engine    Lathe . . . 

159  Disk     Grinder... 

160  Turret    Lathe... 

161  Turret    Lathe... 

162  Turret  Lathe.  Gis-       .  Hoefer    . 

holt    ;{-}"•     '  "Hoefer    . 

163  Drill   Press a-™-    •  •  •  •  •  •  •  Bradford 

165  Bolt  Lathe 1*    ln-i5    rt Hoefer    . 

168  Drill  Press    a-ln-     ••  •  ' ' Barnes 

171  Frict'n  Drill  Press.. "Niles     . 

174  Boring  Mill    «0-!n N 

175  Drill  Press   50-in 

179  Radial  Drill    H'S"     

180  Radial  Drill    '--ln 

235-240   Double  Emery  Diamond 

Wheel   Grinders  .No.   6    


241-247  Engine    Lathe.  16    in.x6    ft Lodge   &   Shiplej 

248-254  Engine    Lathe.14    in.x6    ft.       -•    .Lodge   &   Shipley. 
169  Radial  Drill   .. 
101  Drill  Press  ... 
149  Drill  Press   ... 

183  Pipe    Machine. 

184  Pipe    Machine. 


.Niles 
.Aurora 
.  Hoefer 
.  Jarecki 
Forbes 


.Bement 


.Bement 
.  Bement 


60-in. 
28-in. 
21-in. 
1-in.  to  2-in 

186  Band   Saw   "'.'.'. '.'. 36-in.  ' Carse    

187  Combined  Rip  and 

Cut-oft    Saw 

188  Hand   Joiner    , FaV    

189  Single  Spindle  Ver- 

tical  Borer No.   2    

190  Hydraulic   Riveter.l7-ft 5e,ment    " 4ft 

191  Bending  Rolls   ....14-ft Niles    

192  Rotary  Bevel 

Shear        ................. •  Lenox    

194  Hydraulic'Punch.. 60-in Bement    

195  Hydraulic    Shear.. 54-in Bement 

196  Hydraulic     Die 

Block   Punch 36-in Bement    

197  Hydraulic     Punch.  25-in Bement    

198  Hydraulic   Angle 

Shear    

199  Hydraulic   Univer- 

sal  Shear    

200  Hydraulic       Horiz. 

Flange   Punch 

201  Quick-Acting    Hy- 

draulic Punch...  20-in. 

202  Bending  Rolls 86-in. 

203  Power  Punch  with 

Spacing    Table.. 28-ft.     H,ViS, 

204  Drill  Press    40-in. 

205  Drill  Press   25-in. 

206  Drill  Press    21-in. 

207  Drill  Press   21-in -Hoefer 

208  Radial     Drill    with 

Tapping  Atch... 60-in Niles    . 

209  Hydraulic  Flanging 

Press,   Sectional.. 

gS3£slte  ::::::::::::::  - «*«» 

212  FOSUhreeStP».F1.Ue -'    Niles 

213  Bolt  Cutter   4-in ACK 

214  Triple   Bolt   Cutterl-m- 

215  Double  Bolt  Cutterl%-m. 

173  Six     Spindle    Arch  . 

Bar  Drill 

176  Forging    Hammer.  20 

177  Forging    Hammer.  20 

178  Forging    Hammer.  200   Ibs. 

181  Bolt   Header    1-W-     •• 

182  Bold   Header   

216  Hydraulic      Bar 

Shears    2-ft.    diam Bement 

217  Double  Bolt  Cutterl%-in Acme    . 

218  Bolt  Pointer Acm  -    • 

219  Forging  Machine.. No.   3    Acme    . 


Acme 


Brad  ley 
AJax 


0   Ib  ...........  Chambersburg 

01b  ...........  Chaznbersburg 

O  lb  ...........  Chambersburg 

in.xl2    in  .......  Bement 


225 

226 

227  Double      Stand        . 

Steam   Hammer,  a, 001 

228  Single  Stand  Steam 

Hammer    W" 

228  Single      Stand 

Steam  Hammer.  1,000   lb 

230  Double    Staybolt 

Cutter     1%-m 

231  Double    Staybolt 

Cutter     1%-ln V,;"' 

232  Hammer  Riveter.  .84-m Alle 

233 


234  P 

173  Six     Spindle  Arch 
Bar    Drill 

181  Bolt   Header  .....  1-in 

182  Bolt   Header  .....  1-in 


&  Ayer 


Pedrick   &   Ayer 


**"» 


Railway  Shop   Up  To  Date 

Chapter  IV 


BLACKSMITH  SHOP 


LOCATION. 

THE  location  of  the  blacksmith  shop  is  an  essential 
feature  not  only  as  influencing  the  design  and  ar- 
rangement of  the  building,  and  the  layout  of  the  tools, 
hammers,  forges,  etc.,  but  also  as  affecting  the  out- 
put of  the  shop.  The  nature  of  the  work  and  the  condi- 
tions surrounding  it,  require  the  building  to  be  in  an  iso- 
lated location  in  order  to  provide  light  and  air  on  all 
sides.  In  repair  work  much  material  travels  from  the 
erecting  and  assembling  shops  to  the  blacksmith  shop 
and  back  again,  especially  in  locomotive  work.  A  large 
proportion  of  the  material  passing  between  the  locomo- 
tive and  blacksmith  shops  is  heavy  and  bulky.  For  this 
reason  the  blacksmith  shop  should  be  so  situated  in  re- 
lation to  the  locomotive  department  as  to  provide  for 
movement  over  the  shortest  and  most  direct  route.  Such 
material  is  usually  transported  on  push  cars  and  trucks 
so  that  distances  are  important  in  economizing  time  and 
increasing  output. 

With  the  increased  use  of  forging  machines  and  the 
general  introduction  of  time  and  labor  saving  devices 
for  rapidly  forming  parts  entering  into  car  construction, 
a  large  volume  of  material  is  delivered  to  the  car  de- 
partment, especially  where  the  construction  of  new  cars 
is  carried  on.  This  material  is  principally  in  small  pieces ; 
but  includes  a  large  number  of  the  same  kind  and  meth- 
ods of  rapid  production  must  be  supplemented  by  efficient 
means  of  quick  distribution. 

From  the  standpoint  of  shop  production  the  black- 
smith shop  is  looked  upon  as  a  feeder  for  the  other  shops. 
Of  prime  importance,  then — though  sometimes  over- 
looked in  preparing  original  plans — is  the  provision  for 
feeding  the  blacksmith  shop.  The  blacksmith  shop  at 
the  principal  shop  plant  of  a  large  railway  system  turns 
out  the  forgings  entering  into  the  construction  of  new 
cars,  the  bulk  of  the  car  forgings  required  in  keeping  up 
the  repairs  of  both  freight  and  passenger  car  equipment 
on  the  line,  as  well  as  the  forgings  for  locomotive  repairs 
and  on  some  systems  a  certain  amount  of  switch  and  frog 
work,  together  with  other  repair  work  for  the  road  de- 
partment. 

While  in  one  building,  it  is  very  common  practice  to 
separate  the  work  for  the  locomotive  and  car  departments 
and  place  each  under  the  jurisdiction  of  an  individual 
foreman.  As  there  is  a  difference  in  the  nature  of  the 
work  for  the  two  departments,  each  occupies  a  section 
common  to  itself  and  the  machines,  forges  and  equipment 
are  arranged  accordingly.  Naturally  the  equipment  for 
each  department  is  situated  in  that  portion  of  the  black- 
smith shop  building  nearest  to  the  principal  shop  which 
it  serves. 

74 


LAYOUT. 

A  ground  plan  in  the  shape  of  an  L  is  a  convenient  ar- 
rangement for  the  blacksmith  shop  accessible  to  both 
the  locomotive  and  car  departments,  and  such  a  form 
has  been  used  in  several  places  as  at  Angus,  Collinwood 
and  Burnside.  Large  hammers  with  their  furnaces  are 
located  in  the  end  of  the  building  nearer  the  locomotive 
shop,  while  the  open  fires  occupy  convenient  positions, 
and  bolt  headers,  shears,  upsetting  and  forging  ma- 
chines, etc.,  are  placed  to  provide  for  rapid  movement 
of  finished  material  to  the  car  department. 

In  shops  of  the  ordinary  rectangular  form,  the  layout 
of  equipment  is  arranged  on  the  same  principle.  For 
instance  at  South  Louisville,  on  the  Louisville  &  Nash- 
ville Railroad,  the  blacksmith  shop  is  parallel  with 
and  next  to  the  locomotive  shop.  The  yard  crane  passes 
one  end  of  the  shop  and  the  freight  car  repair  shop  is 
parallel  to  this  end,  beyond  the  yard  served  by  the  crane. 
Here  the  equipment  for  car  department  work  is  in  the 
end  adjacent  to  the  crane  runway  to  provide  for  rapid 
intake  and  delivery,  while  the  heavy  hammers,  etc.,  for 
locomotive  work  are  at  the  other  end  of  the  shop  and  are 
accessible  from  the  locomotive  shop. 

SIZE  OF  SHOP. 

The  many  conditions  affecting  the  demands  upon  the 
blacksmith  shop  and  the  difference  in  the  dimensions  of 
the  shops  on  the  various  railway  systems,  render  it  im- 
practical to  attempt  to  give  a  definite  proportion  based 
upon  any  given  unit.  The  introduction  of  cast  steel  in 
many  details  for  which  forgings  were  formerly  used  al- 
most entirely,  has  affected  the  necessary  size  of  the  black- 
smith shop  so  far  as  the  locomotive  department  is  con- 
cerned and  the  increased  scope  of  forging  machines,  as- 
sisted by  the  extended  use  of  formers  and  dies  for  rapidly 
duplicating  standard  parts  of  cars,  has  increased  the  pos- 
sible output  of  car  forgings  without  enlarging  the  area 
required  by  the  shop  building. 

The  dimensions  of  several  prominent  shops  will  in 
some  measure  serve  as  a  guide  for  others  where  condi- 
tions may  be  expected  to  be  somewhat  similar.  In  this 
connection  it  is  worthy  of  note  that  in  several  instances 
the  building  for  the  blacksmith  shop  is  partially  given 
over  to  some  other  work,  in  some  cases  for  temporary 
work  or  until  the  enlargement  of  principal  departments 
increases  the  demands  on  the  blacksmith  shop.  At 
Silvis  one  end  of  the  blacksmith  shop  is  used  as  a  brass 
foundry.  At  Collinwood  a  brass  foundry  and  a  bolt  shop 
are  included  within  the  smith  shop  building.  The  spring 
shop  frequently  occupies  a  portion  of  the  smith  shop, 


BLACKSMITH  SHOP 


75 


though  a  small,  individual  building  is  sometimes  built  for 
this  work  exclusively. 

For  both  car  and  locomotive  work,  the  smith  shop  at 
Topeka,  A.  T.  &  S.  F.  Ry.,  is  400  feet  by  100  feet,  pro- 
viding an  area  of  40,000  square  feet.  At  Angus,  C.  P. 
Ry.,  where  much  freight  car  building  is  done  in  addition 
to  locomotive  repairs  and  the  construction  of  new  passen- 
ger cars,  the  area  is  approximately  84,200  square  feet. 
One  wing  of  the  building  is  303  feet  by  146  feet  and  the 
other  303  feet  by  130  feet.  At  Danville,  C.  &  E.  I.  R.  R., 
the  smith  shop  is  136  feet  by  100  feet,  an  area  of  13,600 
square  feet.  At  Elizabethport,  C.  R.  R.  of  N.  J.,  the 
dimensions  are  300  feet  by  82  feet,  an  area  of  24,600 
square  feet.  At  Silvis,  C.  R.  I.  &  P.  Ry.,  the  build- 
ing is  465  feet  by  99  feet  and  with  85  feet  used  as  a  brass 
foundry,  the  area  of  the  smith  shop  is  approximately 
33,000  square  feet.  At  Collinwood,  L.  S.  &  M.  S.  Ry., 
the  area  of  the  smith  shop  proper  is  approximately  25,000 
square  feet.  While  not  as  large  as  the  shop  at  Angus, 
yet  greater  than  the  average,  the  area  at  South  Louis- 
ville, L.  &  N.  R.  R.,  is  approximately  60,000  square  feet. 
The  blacksmith  shop  at  McKee's  Rocks,  P.  &  L.  E.  R.  R., 
contains  about  14,000  square  feet. 

CONSTRUCTION. 

The  construction  of  blacksmith  shops  on  different  rail- 
way systems  varies  principally  in  the  span  of  roof  trusses 
between  side  walls,  the  design  of  the  roof  structure  and 
the  form  of  the  roof  for  the  disposition  of  smoke.  The 
\valls  are  usually  of  brick,  though  at  Elizabethport  the 
walls  are  of  concrete  and  at  Topeka  the  ends  of  the  build- 
ing above  the  windows  are  enclosed  with  corrugated  gal- 
vanized iron  supported  by  steel  framing. 

A  very  general  practice  has  been  to  span  the  entire 
floor  without  providing  intermediate  supports  for  the  roof 
trusses  and  in  a  number  of  cases  this  distance  equals  100 
feet.  The  trusses  are  usually  supported  by  the  side  walls 
which  carry  the  weight  of  the  roof  structure  and  roof. 
At  Topeka  the  steel  skeleton  is  entirely  independent  and 
the  roof  structure  is  carried  by  built  up  steel  columns,  to 
which  the  walls  are  secured  to  provide  stability.  The 
roof  trusses  span  a  distance  of  100  feet. 

The  elimination  of  supporting  columns  and  the  long 
span  of  roof  trusses  without  intermediate  supports,  allows 
a  free  scope  in  the  distribution  of  equipment  on  the  floor. 
The  method  of  handling  heavy  work  in  the  blacksmith 
shop  by  means  of  swinging  jib  cranes  requires  freedom 
of  action  for  the  crane  arms  and  the  absence  of  obstruc- 
tions facilitates  the  arrangement  of  these  cranes. 

The  long  span  of  roof  trusses  together  with  the  require- 
ment of  a  stiff  frame  construction  to  withstand  the  addi- 
tional load  imposed  by  supporting  the  upper  ends  of  the 
crane  columns,  calls  for  heavy  parts  and  careful  design 
of  the  roof  structure.  The  horizontal  loads  imposed  by 
the  swinging  jib  cranes,  require  stiff  lateral  bracings. 
Good  design  to  meet  these  requirements  are  particularly 
noticeable  at  Topeka  and  Collinwood. 

In  some  shops  of  recent  construction,  and  at  others  not 
yet  completed,  the  shop  is  divided  into  three  bays,  or  sec- 
tions, by  two  rows  of  columns  supporting  the  roof  struc- 
ture. Such  an  arrangement  prevails  at  Angus,  South 
Louisville  and  Beech  Grove  (Indianapolis,  Big  Four). 
The  central  bay  is  narrower  than  the  other  two. 


DOORS  FOR  DISTRIBUTION  OF  MATERIAL. 

A  very  essential  feature  in  the  construction  of  the 
blacksmith  shop,  especially  where  a  large  amount  of  work 
is  done  for  freight  car  construction,  is  a  provision  for  a 
large  number  of  doors  in  the  walls  toward  the  storage 
yard,  in  addition  to  the  usual  doors  for  the  delivery  and 
distribution  of  material. 

By  providing  such  doors  at  intervals  of  a  few  yards, 
raw  material  may  be  so  stored  that  it  will  be  easily  acces- 
sible to  the  several  machines  through  which  it  will  pass 
in  the  process  of  manufacture.  Through  these  doors  it 
will  travel  over  the  shortest  and  most  direct  route  and 
workmen  consume  minimum  time  in  securing  material 
for  their  work. 

HEIGHT  FROM  FLOOR  TO  ROOF  TRUSS. 

While  the  distance  from  the  floor  to  roof  trusses  at 
some  of  the  older  shops  is  about  20  feet,  there  is  a  de- 
cided tendency  to  increase  this  height,  noticeable  at  the 
prominent  shops  of  recent  design  and  a  height  of  28  feet 
has  been  recommended.  The  actual  dimensions  of  a  num- 
ber of  shops  are  instructive.  At  Elizabethport,  C.  R.  R. 
of  N.  J.,  the  height  of  bottom  of  roof  truss  above  floor 
of  blacksmith  shop  is  20  feet ;  at  Sedalia,  Mo.,  M.  P.  Ry., 
this  height  is  22  feet ;  at  Collinwood,  L.  S.  &  M.  S.  Ry.,' 
24  feet;  at  Danville,  C.  &  E.  I.  R.  R.,  24  feet;  at 
Silvis,  C.  R.  I.  &  P.  Ry.,  25  feet  6  inches;  at  McKees 
Rocks,  P.  &  L.  E.  R.  R.,  25  feet  9?{  inches;  at  Topeka, 
A.  T.  &  S.  F.  Ry.,  30  feet. 

At  South  Louisville,  L.  &  N.  R.  R.,  the  bottom  line  of 
roof  trusses  is  35  feet  3  inches  above  the  floor  of  the  cen- 
tral bay,  while  this  distance  in  the  side  bays  is  20  feet. 
At  Angus,  C.  P.  Ry.,  this  distance  is  32  feet  and  20  feet 
in  the  center  and  side  bays  respectively.  At  Beech  Grove 
the  central  bay  is  to  have  a  clear  height  of  38  feet. 

FLOOR. 

Almost  without  exception,  the  floor  of  a  blacksmith 
shop  is  of  earth  of  some  kind.  This  is  frequently  covered 
with  a  coating  of  cinders  well  tamped,  or  with  clay. 

CRANE  SERVICE. 

With  few  exceptions,  crane  service  in  blacksmith  shops 
has  been  confined  almost  entirely  to  the  use  of  swinging 
jib  cranes.  The  impression  has  prevailed  that  there  is  not 
sufficient  service  for  a  traveling  crane  to  justify  the  cost 
of  its  installation  and  maintenance  and  the  amount  of 
smoke  and  gas  present  in  some  blacksmith  shops  would 
make  it  very  uncomfortable  for  an  operator  of  an  over- 
head crane. 

In  later  years,  however,  the  use  of  traveling  cranes  has 
gained  in  favor  and  improved  ventilation  has  rendered 
it  more  practical.  The  entire  floor  of  the  blacksmith  shop 
of  the  Philadelphia  &  Reading  Railroad  at  Reading,  is 
served  by  an  overhead  traveling  crane  and  the  central  bay 
of  the  shop  at  South  Louisville  is  served  by  one  of  10 
tons'  capacity.  In  order  that  the  crane  operator  may 
suffer  no  discomfort  from  the  effect  of  gases  that  might 
accumulate  near  the  roof,  the  cage  for  the  crane  operator 
at  South  Louisville  is  only  10  feet  above  the  floor.  The 
central  bay  of  the  smith  shop  at  Beech  Grove,  Big  Four, 
also  is  to  be  served  by  a  traveling  crane  of  10  tons'  ca- 
pacity. 


76 


RAILWAY  SHOP  UP  TO  DATE 


VENTILATION  AND  LIGHT. 

The  ventilation  necessary  in  a  blacksmith  shop  and  the 
amount  of  natural  light  needed,  require  a  high,  free  space 
not  only  to  allow  the  smoke  and  gas  to  rise  away  from  the 
floor,  and  forges  but  to  permit  the  wide  diffusion  of  light 
from  long  windows.  It  is  a  very  noticeable  fact  that  the 
cleanest,  brightest  and  most  airy  blacksmith  shops  are 
those  with  high  walls.  Without  criticism  of  the  appear- 
ance of  other  shops,  the  condition  always  to  be  found  in 
the  blacksmith  shops  of  the  New  York  Central  at  Depew 
and  the  P.  &  L.  E.  at  McKees  Rocks,  is  particularly  com- 
mendable. 

While  the  roof  of  the  blacksmith  shop  is  usually  sur- 
mounted by  a  wide  monitor  extending  nearly  the  entire 
length  of  the  roof,  this  is  provided  for  the  sake  of  ventila- 
tion rather  than  to  distribute  light.  The  windows  in  the 
walls  are  depended  upon  principally  for  natural  light  and 
it  is  generally  considered  that  the  window  area  should 
equal  at  least  sixty  per  cent  of  the  wall  area. 

In  order  to  offer  least  obstruction  to  the  free  circula- 
tion of  air  throughout  the  shop  in  warm  weather  and  in 
warm  climates,  when  it  is  desired  to  have  the  windows 
open,  it  is  very  common  for  at  least  some  of  the  sashes  in 
each  window,  usually  at  or  near  the  top,  to  be  hung  on 
pivots.  A  greater  opening  is  thus  provided  than  by  mere- 
ly raising  and  lowering  the  sashes.  At  South  Louisville 
all.  sashes  of  the  windows  in  the  side  walls  are  hung  on 
pivots. 

At  some  shops  the  roof  is  built  with  a  high  pitch  and 
a.  comparatively  narrow  monitor,  while  at  others  the  roof 
•'«  almost  flat  with  a  wide  monitor.  Where  the  buildinc 
:s  divided  into  three  sections  by  two  rows  of  columns  suo- 
porting  the  roof  structure,  the  roof  of  the  central  section 
is  higher  than  the  roofs  of  the  side  sections  and  the  higher 
roof  is  surmounted  by  a  monitor,  of  ample  dimensions. 
Windows  above  the  roofs  of  the  side  sections  admit  light 
to  the  central  section  and  aid  in  ventilation. 

An  arrangement  frequently  followed  in  the  construction 
of  the  monitor  is  to  alternate  the  windows  along  the  sides 
with  spaces  having  wooden  slats  built  in  on  an  angle,  thus 
permitting  the  circulation  of  air  while  excluding  rain  or 
snow.  The  entire  length  of  both  sides  of  the  monitor  is 
sometimes  equipped  with  glass  sashes.  In  some  cases  all 
of  the  sashes  are  hung  on  pivots  and  in  others  alternate 
sashes  are  permanent  and  those  between  are  pivoted. 

HAND  FORGES. 

Hand  forges  are  usually  arranged  in  a  row  along  the 
wall,  placed  conveniently  according  to  the  class  of  work 
which  they  serve.  The  distance  between  centers  of  forges 
varies  from  14  to  16  feet  and  15  feet  is  a  very  common 
spacing.  A  spacing  of  18  feet  between  centers  of  forges 
has  been  used  successfully  for  heavy  locomotive  work, 
and  it  is  believed  that  this  distance  will  become  more  com- 
mon in  shops  of  the  future.  In  the  case  of  single  forges  a 
distance  of  5  feet  from  wall  to  center  line  of  forges  is  con- 
sidered ample,  with  a  free  space  of  about  20  feet  from 
the  center  line  toward  the  interior  of  the  shop  for  work- 
ing room.  This  gives  an  area  of  about  375  square  feet 
per  forge. 

The  arrangement  of  the  forges  in  the  blacksmith  shop 


of  the  P.  &  L.  E.  at  McKees  Rocks  is  a  good  example  of 
the  use  of  double  forges.  Here,  a  row  of  double  forges 
is  situated  on  a  center  line  15  feet  from  the  wall  and  each 
forge  is  placed  at  an  angle  of  5-1  degrees  with  this  line. 
They  are  spaced  15  feet  between  centers  and  an  area  20 
feet  wide  from  the  center  line  of  the  forges  toward  the 
interior  of  the  shop  is  allowed  for  working  room.  Such 
an  arrangement  provides  a  working  area  of  525  square 
feet  for  each  double  forge  or  about  262  feet  for  each  fire. 
In  addition  to  the  floor  space  gained,  this  arrangement 
has  the  further  advantage  of  reducing  the  number  of 
stacks  and  holes  in  the  roof  by  one  half,  where  hoods  are 
used  over  the  forges.  Forges  are  arranged  at  uniform 
height,  say  about  24  inches  and  are  usually  of  uniform 
shape  and  size. 

Careful  provision  for  tool  racks  is  a  necessary  detail  not 
to  be  overlooked,  for  while  the  care  and  maintenance  of 
tools  and  equipment  is  the  duty  of  the  energetic  foreman, 
it  is  within  the  province  of  the  designer  to  prepare  for 
maximum  output  by  providing  for  such  seemingly  minor 
details  as  well  as  for  the  larger  details. 

The  removal  of  smoke  and  gases  from  the  forges  is 
provided  for  by  different  methods.  In  some  shops  the  air 
supply  and  exhaust  are  carried  in  underground  ducts  and 
placing  the  forges  in  groups  of  four  simplifies  the  ar- 
rangement. Individual  exhaust  connections  from  the 
forges  lead  into  a  main  duct  and  smoke  and  gases  are 
discharged  by  fans  through  short  stacks  above  the  roof. 

In  other  shops  each  forge  is  served  by  the  ordinary 
hood  with  a  stack  extending  through  the  roof,  or  one 
stack  serves  two  forges  placed  back  to  back.  It  is  not 
uncommon  for  blast  pipes  to  be  carried  along  the  wall 
with  individual  leads  between  the  main  blast  pipe  and 
the  several  forges.  The  equipment,  then,  is  all  above 
ground  and  is  accessible  at  all  times. 

At  still  other  shops  there  are  no  hoods  or  stacks  over 
the  forges  and  all  smoke  and  gas  is  expected  to  pass  out 
of  the  building  through  windows  in  the  sides  of  the  moni- 
tors and  through  ventilators  above  the  monitors.  The 
experience  at  some  shops,  where  great  care  was  used  in 
their  design  to  provide  for  efficient  ventilation,  is  said 
to  have  proved  that  smoke  hoods  are  unnecessary  and 
that  the  interior  of  the  building  is  clear  and  free  from 
smoke  and  gas  at  all  times. 

FUEL  FOR  FURNACES. 

Oil  is  the  most  common  fuel  used  in  blacksmith  shop 
furnaces.  In  later  years  it  has  rapidly  displaced  coal  and 
coke,  not  only  proving  more  satisfactory  and  economical 
as  a  fuel,  but  it  improves  the  appearance  of  the  shop  by 
removing  the  necessity  of  unsightly  coal  and  coke  boxes 
about  the  shop.  Comparative  costs'of  coal  and  coke  for 
fuel  as  against  oil  depends  upon  the  locality  in  which  the 
shop  is  situated.  It  has  been  demonstrated  by  practice 
that  with  oil  as  fuel  it  is  possible  to  obtain  a  larger  output, 
better  grade  of  work,  greater  intensity  of  heat,  as  well  as 
a  more  even  heat,  to  eliminate  the  necessity  of  attending 
to  fires,  to  shorten  the  time  required  to  bring  the  furnace 
to  the  desired  working  temperature  and  to  improve  the 
conditions  under  which  furnace  men  work. 

It  is  worthy  of  note  that  at  the  Altoona  and  Juniata 


BLACKSMITH  SHOP 


77 


shops  of  the  Pennsylvania  Railroad,  the  furnaces  for 
heavy  work  burn  gas  as  fuel  and  a  gas  producer  plant  is 
operated  in  connection  with  the  blacksmith  department  at 
each  of  these  points. 

FURNACE  EQUIPMENT. 

It  is  a  noticeable  fact  that  in  a  majority  of  the  new 
shops  particular  attention  has  been  paid  to  the  furnace 
equipment,  the  design  of  the  various  furnaces  for  the  vari- 
ous machines  and  their  location  in  relation  to  the  ma- 
chines and  movement  of  material. 

No  part  of  the  general  railroad  repair  plant  has  under- 
gone a  greater  change  during  the  past  ten  or  fifteen 
years  than  the  blacksmith  shop,  for  the  reason  that, 
whereas,  a  few  years  ago  a  majority  of  the  work  passing 
through  that  shop  was  done  on  open  fires  and  a  large 
quantity  of  the  new  material  was  purchased  from  manu- 
facturing concerns,  today,  due  to  the  introduction  of  forg- 
ing machinery,  a  majority  of  the  work  in  the  new  shop 
is.  or  should  be  machine  work. 

The  output  of  the  machines  using  heated  material  being 
primarily  governed  by  the  rapidity  with  which  the  ma- 
terial can  be  furnished  has  led  to  careful  consideration  of 
the  shop  furnace  proposition.  Properly  designed  oil  fur- 
naces occupy  approximately  50  per  cent  less  shop  space 
than  coal  or  coke  furnaces,  and,  due  to  the  absence  of  coal 
or  coke  bins,  trucking  of  coal  to  or  ashes  from  blacksmith 
shop,  permit  of  almost  ideal  arrangement  of  the  tools  and 
furnaces,  and  a  good  economical  movement  of  raw  ma- 
terial to  the  machines  and  finished  material  to  storeroom. 

In  machine  blacksmithing  it  is  very  important  that  the 
material  be  heated  in  a  nice,  soft,  reducing  heat,  as  excess 
scale  or  oxidation  is  detrimental  to  good  die  work  and 
hard  on  the  dies.  Furnaces  should  be  designed  to  meet 
the  particular  requirements  of  each  class  of  machines, 
so  that  the  maximum  output  may  be  obtained,  the  opera- 
tion of  the  furnaces  may  be  as  economical  as  possible, 
and  as  nearly  as  possible  ideal  shop  conditions  for  the 
machine  operators  prevail. 

BLAST. 

In  connection  with  furnace  equipment  and  open  fires 
particular  attention  should  be  paid  to  the  layout  of  blast 
piping.  Efficient  blast  is  a  very  important  consideration 
to  the  blacksmith  shop,  as  it  practically  governs  the  heat- 
ing capacity  not  only  of  the  furnaces  but  of  the  open  fires. 
\Yhere  blast  is  inefficient,  not  only  are  the  fires  and  fur- 
naces poor  heaters  but  combustion  is  poor  owing  to  the 
tendency  of  the  men  to  crowd  the  fires  and  furnaces,  and 
poor  blast  conditions  make  an  expensive  proposition  gen- 
erally. A  majority  of  the  new  shops  are  furnishing  blast 
to  open  fires  and  furnaces  at  a  velocity  equal  to  about  8 
or  9  ozs. 

In  laying  out  blast  lines  it  is  very  important  that  main 
delivery  pipe  be  of  sufficient  size  not  only  to  supply  the 
required  tuyere  area,  but  also  to  take  care  of  some  future 
extensions.  Otherwise  it  is  necessary  to  resort  to  the  ex- 
pensive practice  of  speeding  up  the  fan  equipment.  Bends 
in  blast  piping  should  be  calculated  so  as  to  give  the  least 
frictional  resistance.  Several  of  the  new  shops  have  had 


considerable   difficulty    due   to  extreme   frictional   losses 
in  their  blast  systems. 

ARRANGEMENT  OF    EQUIPMENT. 

Properly  grouping  machines  and  equipment  minimizes 
the  expense  of  manufacture  and  repair  by  reducing  the 
extent  to  which  it  is  necessary  to  handle  material.  Bolt 
headers,  forging  machines,  bolt  cutters,  are  grouped  near 
together  and  the  punches  and  shears  are  situated  con- 
veniently to  the  headers  as  well  as  to  the  bulldozers  and 
belt  hammers.  In  locating  machines  care  is  required 
in  providing  ample  space  not  only  for  working  room 
about  the  individual  machine,  but  also  for  tracks  to  pro- 
vide for  the  movement  and  delivery  of  material. 

The  classes  of  work  done  in  the  blacksmith  shop  re- 
quire the  use  of  steam  hammers  varying  in  size  from 
800  pounds  to  6,000  pounds.  The  equipment  to  serve 
each  hammer  depends  on  the  class  of  work  to  which 
it  is  devoted  and  the  extent  to  which  it  can  be  kept  in 
continual  service.  In  some  instances  a  single  large  fur- 
nace will  keep  one  heavy  hammer  busy  almost  continually. 
In  others  one  steam  hammer  will  serve  two  large  forges 
and  for  some  classes  of  work,  one  hammer  will  serve  six 
forges. 

The  extent  to  which  oil  furnaces  are  used  in  blacksmith 
shops,  allows  many  machines  to  be  served  by  individual 
furnaces.  The  furnace  and  the  machine  are  so  close  to- 
gether that  material  is  handled  rapidly  and  in  large  quan- 
tity. By  placing  the  machine  and  furnace  near  a  door 
providing  entrance  from  the  storage  yard  material  for  a 
given  class  of  work  will  be  piled  adjacent  to  the  machine 
through  which  it  passes  and  delivery  from  the  yard  is 
simplified.  This  provision  is  supplemented  by  conven- 
ient crane  and  track  service.  For  instance,  each  bulldozer 
and  the  oil  furnace  adjacent  to  it  are  usually  served  by 
a  swinging  jib  crane,  so  arranged  as  to  cover  the  ma- 
chine, furnace  and  an  adjacent  track. 

Where  a  large  amount  of  work  of  certain  classes  is  tor 
be  done,  provision  for  rapid  movement  and  minimum 
handling  reduces  the  cost  of  operation  and  increases  the 
output.    For  instance,  take  the  manufacture  of  truss  rods. 
By  placing  two  sets  of  machines  of  the  same  type  in 
proper  locations,  rods  may  be  passed  from  furnace  to , 
machines  in  such  manner  that  both  ends  of  the  same  rod 
are  heated,  upset  and  threaded  without  reversing  the  rod, 
opposite  ends  being  worked  in   different   furnaces   and 
machines. 

METHODS  OF  OPERATION. 

The  design,  arrangement  and  layout  of  the  shop  are  so 
dependent  upon  the  class  and  amount  of  work  to  be 
turned  out  that  it  is  interesting  to  study  some  of  the 
methods  introduced  for  rapid  delivery  in  large  bulk. 

In  ordering  raw  material  for  new  rolling  stock  it  is 
the  practice  of  some  shops  to  order  iron  cut  to  lengths 
for  the  various  purposes  required.  For  instance,  in  order- 
ing arch  bar  iron,  instead  of  calling  for  standard  bars, 
the  iron  is  ordered  in  pieces  of  required  length.  Such 
practice  eliminates  waste  and  the  expense  of  frequent 
handling  and  allows  material  of  a  given  class  to  be  di- 


RAILWAY  SHOP  UP  TO  DATE 


rectly  unloaded  and  piled  together  in  locations  con- 
venient to  the  various  machines,  and  advances  the  in- 
terest of  contract  workers,  but  it  increases  the  difficulty 
of  checking  deliveries. 

At  one  large  railway  shop  where  twenty-eight  or  thirty 
new  box  cars  are  built  per  day,  in  addition  to  the  passen- 
ger car  and  locomotive  work,  such  large  quantities  of  ma- 
terial are  delivered  that  a  system  has  been  developed  for 
checking  the  intake  and  output  of  the  shop  for  certain 
orders  by  determining  the  amount  of  material  used  in 
each  car  and  recording  the  iron  used  by  a  count  of  the 
cars  built  each  day.  The  record  of  all  material  received 
is  then  checked  according  to  the  tally  of  material  entering 
into  the  construction  of  the  car. 

To  illustrate  the  magnitude  of  the  problem  in  checking 
the  intake  of  a  blacksmith  shop  operated  on  a  large  scale 


and  to  give  some  idea  of  the  large  volume  of  iron  to  be 
delivered  for  car  construction  work  alone,  attention  is 
called  to  the  fact  that  in  a  thirty-ton  box  car  there  are 
about  5,600  pounds  of  wrought  iron  and  mild  steel  and 
about  23,000  pounds  in  a  standard  coach  or  diner. 

Some  of  the  smaller  pieces  made  in  the  blacksmith 
shop,  such  as  nuts,  bolts,  etc.,  require  so  much  handling 
during  the  process  of  manufacture,  that  unless  trans- 
ferred in  bulk  the  cost  of  handlin'g  equals  or  exceeds  the 
cost  of  forging.  The  necessity  of  cheap  and  rapid  move- 
ment has  developed  methods  whereby  the  pieces  are  not 
allowed  to  touch  the  floor.  This  includes  the  use  of 
specially  designed  boxes,  in  some  cases  mounted  on 
wheels,  so  that  in  passing  through  the  several  machines 
material  passes  from  one  box  or  wagon  to  another  and 
all  deliveries  are  made  in  bulk. 


List  of  Equipment  in  Representative  Railway  Blacksmith  Shops 


A.,    T.    &    S.    F.    RY.—TOPEKA. 

Machine.                                              Size.  Maker. 

4  Steam    generating    furnaces . .  90  h.  p A.,  T.  &  S.  F.  Ry. 

1  large    furnace    No.  3 A.,  T.  &  S.  F.  Ry. 

3  Spring    furnaces    A.,  T.  &  S.  F.  Ry. 

2  Band    furnaces    A.  T.   &  8.  F.  Ry. 

6  Miscellaneous     furnaces     Small A.,  T.  &  S.  F.  Ry. 

2  Feed    water   pumps No.   8    Knowles 


2  Double  frame  steam  hammers.  5,000  Ibs. 
1  Double  frame  steam  hammer.  4,000  Ibs. 
1  Single  frame  steam  hammer. . 2,500  Ibs. 
1  Single  frame  steam  hammer..  1,500  Ibs. 
1  Single  frame  steam  hammer..  1,100  Ibs. 


. .  Chambersburg  Eng.  Co. 
.Niles,  Bement,  Pond  Co. 
.Niles,  Bement,  Pond  Co. 
.Niles,  Bement,  Pond  Co. 
.Niles,  Bement,  Pond  Co. 


Hammer  3,500  Ibs. 

Hammer  1,200  Ibs. 

Hammer  3,000  Ibs. 

Hammer  l,2f»0  Ibs. 

Hammer  1,500  Ibs. 

Upsetting  machine 5    ins.    .. 

Hammer  600  Ibs.   . 

Hammer  400  Ibs.   . 

Hammer  600  Ibs.  . 

Hammer  250  Ibs. 

Hammer  250  Ibs. 


1  Single  frame  steam  hammer. .  1,100  Ibs Morgan 

2  Single  frame  steam  hammers. 250  Ibs Morgan 

1  Single  frame  steam  hammer. .  150   Ibs Morgan 

2  Single  frame  steam  hammers  .250    Ibs Bement 

1  Single  frame  steam  hammer. .  850  Ibs Bement 

1  Single  frame  pneu.  hammer A.,  T.  &  S.  F.  Ry. 

1  Forging  machine  4  ins Ajax  Manufacturing  Co. 

1  Bulldozer    Large Williams,  White  &  Co. 

2  Bulldozers    Small A.,  T.  &  S.  F.  Ry. 

3  Bolt  headers   1%  in Oliver 

1  Bolt  header   2%  ins.   ...Ajax  Manufacturing  Co. 

1  Bolt  header   %  in Burdick 

1  Bolt  header   2  ins National 

1  Motor-driven  punch  and  shear.  2%  ins Williams,  White  &  Co. 

1  Steam  punch  and  shear 3  ins Hercules  Iron  Works 

1  Washer  punch   13-in.  throat  

1  Punch   and   shear %   In Colton 

1  Spring  punch  and  shear John  Evans'  Sons 

1  Taper   rolls    John  Evans'   Sons 

1  Eye    bolt    machine Williams,  White  &  Co. 

1  Brake  lever  rolls Ajax  Manufacturing  Co. 

1  Arch    bar   drill 6  spindle. .  .Niles-Bement- Pond   Co. 

1  Heavy  grinder  (double) 24  Ins A.,  T.  &  S.  F.  Ry. 

1  Emery  grinder   24  Ins A.,  T.  &  S.  F.  Ry. 

1  Band   press    Tinnis,  Oleson  &  Co. 

1  Nibber  and  trimmer John  Evans'   Sons 

1  Spring  tester Riehle 

1  Case    hardening   furnace A.,  T.  &  S.  F.  Ry. 

1  Annealing  furnace    A.,  T.  &  S.  F.  Ry. 

1    Pressure   blower No.  10 B.  F.  Sturtevant  &  Co. 

1  Pressure  blower No.  9 B.  F.  Sturtevant  &  Co. 

1  Pressure  blower No.  8 B.  F.  Sturtevant  &  Co. 

40  Smith  fires  

B.  R.  &  P.  RY.— DU  BOIS. 

Machine.  Size.  Maker. 

1  Double  frame  steam  hammer. 3,000  Ibs.  ...Niles-Bement-Pond  Co. 

1  Single  frame  steam  hammer.  .800   Ibs Nlles-Bement-Pond   Co. 

1  Dead   stroke   hammer 50   Ibs Scranton   &   Co. 

1  Comb,  power  cutting-off  saw. No.  2.. Newton  Machine  Tool  Wks. 

1  Flue   cleaner   Otto 

1  Flue-welding  machine    Hartz 

1   Flue- welding   furnace Railway    Materials    Co. 

1  Pair  flanging  clamps,  air  op- 
erated   12  ft 

1  Pair  flanging  clamps,  hand  op- 
erated   9  ft 

1  Spring  forming  machine 

2  Tube   rolling   and   cutting   out 

machines  Acme  Machinery  Co. 

1  Band  saw  48  ins Clement 

1  Heavy  pattern  single  spindle 

radial      vertical      right-hand 

boring    machine    No.  6B Greenlee  Bros.  &  Co. 

CANADIAN    PACIFIC    RAILWAY— ANGUS. 
Machine.  Size.  Maker.  Motor  H.P. 

Hammer    2,000  Ibs.    . . .  Niles-Bement-Pond  Co 

Hammer    6,000  Ibs.    . . .  Nlles-Bement-Pond  Co 


Bolt  cutter  

Upsetting   machine 

Bolt  cutter 

Nut   burring 


.  Davy    Bros 

.Davy   Bros 

.  Niles-Bement-Pond  Co 

.  Davy   Bros 

.Niles-Bement-Pond  Co 

.Ajax  Manufacturing  Co 16 

.  Davy   Bros 

.  J.  Bertram  &  Sons  Co 

,  Davy   Bros 

.Niles-Bement-Pond  Co 

Punch   and    shears J.  Bertram  &  Sons  Co.'.] 

Beaudry  hammer   Beaudry  Manufacturing  Co...  3 

Flat  iron  saw C.  P.  R 

Spring  rolls   Craven   Bros ]|  5 

Spring  taper  machine Craven    Bros 5 

Hammer    200  Ibs C.  C.  Bradley  &  Son.. 

Hammer    100  Ibs C.  C.  Bradley  &  Son.. 

Hammer    100  Ibs C.  C.  Bradley  &  Son . . 

Hammer    100  Ibs C.  C.  Bradley  &  Son . . 

Eye  bolt  machine Williams,  White  &  Co 

Bolt  header  1%  Jn National   Machine   Co...  5 

Eye  bolt  machine Williams,  White  &  Co ,.  3 

Forging    machine    2   Ins Ajax    Manufacturing   Co 10 

Rivet  Machine   1%  in Ajax   Manufacturing   Co 6 

Forging   machine    Ajax    Manufacturing   Co 6 

Single  shears    J.   Bertram  &   Co 

Upsetting   machine    ..2   ins Ajax    Manufacturing   Co 10 

.2   ins J.  Bertram  &  Co 3 

.3   ins Ajax   Manufacturing   Co 10 

.2    ins J.  Bertram  &  Co 3 

2   ins Ajax   Manufacturing   Co 3 

Forging   machine    3    ins Ajax   Manufacturing   Co 10 

Nut  burring  machine. 1%  in Ajax   Manufacturing   Co 3 

Nut  machine  1%  in National   Machine  Co 10 

Nut  burring  machine Ajax    Manufacturing   Co... 

Nut  machine  %    in National   Machine  Co... 

Bolt  header   1%  In National   Machine  Co... 

Round  iron  shears J.   Bertram  &   Co 

Round  iron  shears J.   Bertram  &   Co 

Bolt  header  1%  in National   Machine  Co...          ,.  5 

Round  Iron   shears J.   Bertram  &   Co... 

Bolt   header   2   Ins National   Machine   Co... 

Bulldozer    No.    6    Williams,  White  &  Co...          15 

Bulldozer    No.    5    Williams,  White  &  Co 10 

Bulldozer    No.   6    Williams,  White  &  Co.. 

Bulldozer    No.   4    Williams,  White  &  Co...         .10 

Bulldozer    No.   5    Williams,  White  &  Co  10 

Bulldozer    No.    4    Williams,  White  &  Co...       "lO 

Punch   and   shears J.  Bertram  &  Co 10 

Hammer    2,000  Ibs.   ...J.  Bertram  &  Co... 

Hammer    1,200  Ibs.    ...J.  Bertram  &  Co.. 

Hammer    2,000  Ibs.   ...  Niles-Bement-Pond  Co    . 

Punch   and   shears J.  Bertram  &  Co ..15 

Punch   and   shears J.  Bertram  &  Co 10 

Bulldozer     No.    4    Williams,  White  &  Co 10 

Punch   and   shears J.   Bertram  &  Co 15 

Hfljnmer    600  Ibs Davy   Bros 

Bolt  header   1%  In National   Machine  Co...  .   5 

Fire  brick  crusher C.  P.  R 

Hyd.   Buckles  press C.  P.  R 

Hammer    4,400  Ibs.   ...Niles-Bement-Pond  Co 

Hammer    2,000  Ibs.    ...  Niles-Bement-Pond  Co.   . 

Upsetting  machine  ...2    ins Ajax  Manufacturing  Co 

Eyebolt  machine Ajax  Manufacturing  Co.. 

Beaudry   hammer    350    Ibs Beaudry  Manufacturing  Co.    .  5 

Hammer    200   Ibs 

Brake  key  rolls .............'.'.'. 

LIST    OF  FURNACES   AT   ANGUS,   C.    P.    RY. 

Extra  large  forging  furnace,  6  ft.  6  ins.  deep  x  18  ft.  long,  with  two 
doors,    for   6,000-lb.    hammer. 


BLACKSMITH  SHOP 


79 


furnace,  5  ft.  deep  x  7  ft  long.  with  two  doors  for 
.  5  f,  x  7  ft.,  standard  des^  clear  opening 


Largne  »*  furnace,  5  ft.  deep  x  7  ft.  Ion.,  with  two  doors,  for 


mpact    g™;;;;™   ibj...   ...C.  C.  Bradley  *  Son. 

£»-£......•  }£;;;;;£  g.  ggg  |  Son. 

gammer  ......  50   Ibs... 


Size. 


Maker. 


4  ft   2  ins.  deep  x  36  ins.  long,  with  one  door 

»&**  »«»  ej"-c3 *  AT  a  r*  ninfi 

SmaUrfo1r5g?nglbfu^cmefor   upsetting   machine.  L.    &  N.    R.   R.-SOUTH  LOUISVILLE. 

S?   \  JS3SS  SSS  £  Sry  na=  l  |team    Hammer  . .                  -  --MOO  feSggSg&.§S  £ 

Small  (9iKln.tr  furnace  fo^brajcejcey  roUs.^    ^    ^  ^  ^  fSJjjg"-                   '.  "WOO  S^^SSESSS&SB  £ 

5-^n-  T^foSFflttSS  ?  1355  E!    Jers: :::::::::: . ..I:«K»  ^•^jggffgSA  go. 

side,  for  four  I  200  Ibs C.  C.  Bradley  &  Son 

nibbing  furnace,  for  spring  rolls.  1  No.  9  Forging  Machine ^-  j—  •  •     •  A^ax  Manufacturing  Co. 

5f°T£2£S  furnlcee  for  gSdlg  htrnmer!  »    """"""IJ''^.1;.^  liSSSSSSS  Co! 

No!  I  forfinf  f,  \  gSJgSI  ^chines":.'.'.'.'.'.':.'.'.'!   ta...".V.Aj«  Manufacturing  Ca 

5   ft    deep    28  ins.  wide  with  one  door,  for  nut  30 

Forg^fu-rnace.   5   ft!   deep!   28  ins.  wide  with  one  door,  for  nut  S    '^EE^.  i^ndle::^  jT*  1  ^™?"& 

^"^h   8  ft:  11  "n".   long  x  36  ins.  wide,  with  one  door  L  Nut  Tapper    •;;;;•;;•;;;;;;;  ^^^  ^  ^"A^ne  Mach.  Co. 

L  Nut  Tapper    *^      ^    spindl 

e,  with  two  furnaces  for  heating  material  \  %£  ?£»£   II^                     '.".T-S    in'..    6   spindles.  .1^^  ^ 

36  ins.  wide,  with  one  door  Railway   Materials  Co. 

"furnace.  8  ft.  U  ins.  long  x  36  ins.  wide,  with  one  ^Railway   Material  Co. 

ins.  long  x  36  ins.  wide,  with  one          Box    ^™^^  ' '  '•^r^^'m''''f '.'.".". Railway  Materials  Co. 

as.  deep  x  36  ins.  long,   with  one  Ax,®  F*mtce    ..Railway  M ^^^  C^ 

,  x  7  ft.   long,  with  two  doors  for  Emery    Grinder    

8  ft.  11  ins.  long  x  36  ins.  wide,  with  one  PENNSYLVANIA    RAILROAD— OLEAN. 
Railway  Materials  Co. 


Hydraulic  bar  shears 


Bolt   pointer 
Forging   machine 


R.   I-  &  P.  RT.—  SILVIS. 

f  'ff  '  ,OUnd  Niles-Bement^Pond  Co. 
cutter  .......  IH-ln..-   -'-^™e  ^^  8Si 

iio  "a  "    '  '  'Ajax  Manufacturing  Co. 
...  .........  igOO  ibs.'.'.'chambersburg  Engr.  Co. 

Long-stroke   hamm(  r    ........  i  son  Ibs      Chambersburg  Engr.  Co. 

Single-stand    hammer     .......  i*JS  B    "   Chambersburg  Engr.  Co. 

Single-stand  hammer  ..........  1.&  00  1  bs    .^mo«««^  pond  Co_ 

Hydraulic  bar  shears.........l*  by  12  '  ^J^'  Bement,  Pond  Co. 

Hydraulic   punch  and   snear"  ,V^n's"  "    \jaxManufacturingCo. 

haer  •  •."•... 


Tempering    Furnace 


250   Ibe  ......  Chambersburg 

X^  Ibs.  .  ..Chambersburg 


Double  Frame  Steam 
Hammer  ..........  4,000 

Frame  Fire  ......... 

Scrap  Furnace  ...... 

case  Hardening  Fur- 
nace  ............. 

Flue  Tester 


Ibs. 


Materials 


2  e  .  '  F.        en 

Hammer  riveter,   pneumatic  .84  in.  P 

Portable    mud    ring    riveter,  Pedrick  &  Ayer 

pneumatic     ...................  .Pedrick  &  Ayer 

Portable  riveter   ..............  ow"«nindie"         ................... 

Arch  bar  drill  ................  Ion  Ibs  "  C    C.  Bradley  &  Son 

Cushioned    hammers    .........  fiL         "  Xiax    Manufacturing   Co. 

2  Bolt    headers    ................  L~ 

T     a     ,    vr    q    RY  _  COLLINWOOD. 


Machine. 


Sze 


^ 


Co 


50 


HaU.nS. 
ng         Annealing 

Furnace   .......... 

Spring    Band    Heat- 

Ing   Furnace  ....... 

Hydraulic         Spring 

Unhanding   Press.. 
Hydraulic          Spring 

Banding  Press  ..  .  . 
Flu^Welding     Fur- 

Flue     Welding     Ma- 


I-H.  p. 


Triple  Head  Bolt  Cut-  2 
Head  Bolt  Cut- 


Co 


Combined   Nipper   and  irvRns'   Sons 

Trimmer  Machine  .................  John  Evans 

Combined    Punch    and 
Snear     ................. 


jQ}m 


S<)M 


Upset  tUig  and 


15 


. 

B°u  Cutter   ........  2  spin.  3  s    ........... 

BoU  Cutter   ........  2  spin.  2  in..Acn 

Bolt   Cutter    .  2  spin.  l^in.Acme     ........... 


80 


RAILWAY  SHOP  UP  TO  DATE 


CROSS  SECTION  OF  BLACKSMITH  SHOP  AT  OLEAN,  P.  R.   It 


3SS  SECTION  OF  BLACKSMITH  SHOP  AT  DANVILLE,  ILL 
\*.    <K   H<.    I.    R.    R. 


CROSS  SECTION  OF  BLACKSMITH [SHOP  AT  LA  JUNTA.'  COL., 


A.   T.    &   S.    F.    RY. 


BLACKSMITH  SHOP 


81 


END  ELEVATION  OF  BLACKSMITH  SHOP  AT  TOPEKA,  A.  T.  &  S.  F.  RT. 


PARTIAL  SECTION  AND  DETAILS  OF  CONSTRUCTION  OF  BLACKSMITH  SHOP  AT  TOPEKA,  A.,  T.  A  S.  F.  RT. 


i- 1  MI  i  n  M  M  M  i  m  i  ii  1 1 1  in 


HALF  SIDE  ELEVATION  OF  BLACKSMITH  SHOP  AT  TOPEKA,  A.,  T.  &  S.  F.  RY. 


RAILWAY  SHOP  UP  TO  DATE 


X 


d 


CROSS   SECTION   OF  BLACKSMITH   SHOP  AT   SILVIS,   C.,   R.    I. 
&   P.    RY.— SHOWING   HEATER  PIPES. 


•-U 


RAILWAY  SHOP  UP  TO  DATE 


83 


CROSS  SECTION  OF  BLACKSMITH  SHOP  AT  SOUTH  LOUISVILLE,  L.   &  N.   R.  R. 


SIDE    EI.EVATION    OF    BLACKSMITH    SHOP   AT    SOUTH   LOUISVILLE,   L.    &  N.   I«.   R. 


CROSS  SECTION  OF  BLACKSMITH  SHOP  AT  ANGUS,  C.   P.   RT. 


ELEVATION    OF    BLACKSMITH    SHOP    AT    ANGUS,    C.    P.    RT. 


84 


RAILWAY  SHOP  UP  TO  DATE 


CROSS   SECTION  OF  BLACKSMITH  SHOP  AT    COLLINWOOD,     L.   S.  &  M.   S.  RY. 


5/7j>  f:t</K'/.f 


A***t  *****  ***** 
***tl  ****%  4**tl 

***n  *,*ti  ***n 
**m  **IH  **m 
<HII  jini  JIIH 


END  ELEVATION  OF  BLACKSMITH  SHOP  AT  COLLINWOOD,         SIDE  ELEVATION   OF  BLACKSMITH  SHOP  AT  COLLINWOOD, 
L.   S.  &  M.  S.   RT.  L.   S.   &  M.  S.   RY. 


1 


OOQOOQQOOCDOOOOQOOOOCDC 


PARTIAL  ELEVATIONS  AND  SECTIONS  OF  BLACKSMITH  SHOP    AT  M'KEES  ROCKS,  P.  &  I,.  E.  R.  R. 


BLACKSMITH  SHOP 


85 


•J      '-  -rj'-J 

CROSS  SECTION  OF  BLACKSMITH  SHOP  AT  SCRAKTON   (KEYSER  VALLEY),  D.  L.  &  W.  R   71. 


CROSS    SECTION    OF    BLACKSMITH    SHOP,    SHOWING 

ARRANGEMENT  OF  EXHAUST  PIPES  AND  HOODS  AT 

SCRANTON,    D.,    L.    &  W.   R.    R. 


LONGITUDINAL,  SECTION  OF  BLACKSMITH  SHOP,   SHOWING     ARRANGEMENT    OF   EXHAUST    PIPES   AND   HOODS   AT 

SCRANTON,  D.,  L.  &  W.  R.  R. 


END  AND  SIDE  ELEVATION  OF  THE  BLACKSMITH  SHOP 


86 


RAILWAY  SHOP  UP  TO  DATE 


PLAN    OF    BLACKSMITH   SHOP,    SHOWING   ARRANGEMENT     OP  EQUIPMENT  AT  OLEAN.  N.  T.,  P.  R.  R. 


W,[ 


.A  v* 

D 


/  \ 


J3, 


,-£] 

0 


Drr 


r^.,^'1 


B 


E3       B 


• 


-  0 


a 

v 


w 


Q-* 


- 


Q       E       0 

__  .'JV-c 

w    a  —    Q 

'^'  '"^ 

a.r...n 

Q'      -Q         Q 


Q       Q       Q       Q 

U  (T) 

Q      "Ji^-Z  " 


Q*3b     Q 


HE  Q       D-'--O 


PLAN    OF    BLACKSMITH    SHOP,    SHOWING   ARRANGEMENT   OF  EQUIPMENT  AT  ANGUS,  C.  P.  RT. 


BLACKSMITH  SHOP 


87 


a 


-0 


'[ 


0 


f- 


; 


Q--O 


0 
t 


PI.AN  OF  BLACKSMITH  SHOP  AT  OELWEIN.  C.  G.  W.  KT. 


PLAN  OF  BLACKSMITH  SHOP,  SHOWING  LAYOUT  OF 
EQUIPMENT  AT  EAST  ST.  LOUIS.  T.  R.  R.  ASSN. 
OF  ST.  LOUIS. 


a 


z 

•J 


j 


a> 

3 
a 
a 


g 


I 


g 
H 


3 
0 


RAILWAY  SHOP  UP  TO  DATE 


•/Zj," 


ir 


i 


_i 


BLACKSMITH  SHOP 


90 


RAILWAY  SHOP  UP  TO  DATE 


7>-ff3  s  A.  ffratce  #oe3  Stop 


Ar-cn  Bar  A  neovy  Suiteozing  Strop 


oar  sixf. 


I  ^-<o/ ytaei  col$  supporting  roof  icnan*. 

ujlur  -*—*- 


ff/ocfcsmif-ft  5hop 


-i — i — i- 


PLAN  OP  BLACKSMITH  SHOP  AT  SOUTH  LOUISVILLE,  L.  &  N.R.   R. 


T      \  / 


'StocK. 


Storage 


i 


Racks   I 

il 


/\  ;        .  i  ~^ST- 

<X     l8Cltiy  Floor  ~^\ 

>/  OH  lilli'ny  ana  Clay  to  >.v 

bt  iA/1  tamptd 
]M  •*  '  -* 

.     _   Ull *^_ \IA? ^ 


L  \IOOfonBtjll 

I   f— ifOaar 

'\fa:rHoi,f 

V  \,For Cooler    |" 

H.        ^~^*-         --_---!• 


•'-^f-^ 


PLAN  OF  BLACKSMITH  SHOP  AT  M'KEBS  ROCKS,  P.,  &  L.  E.   R.  R. 


/£5K«»li^ 


-Z5 * — /s— ^ — 2f= r ^ 


•O/xrtrtor 


JTC^^Z^ 


mter&Hh 


0       £3       \toff-tozer\ 
^feoyfom/mr ^\  ^ 

'fron  6aagt\ 


a-r       ni 
^=j  « 


PLAN  OF  BLACKSMITH  SHOP,  SHOWING  LAY-OUT  AND  ARRANGEMENT  OF  MACHINES  AND  FORGES  AT  SCRANTON 

FREIGHT  CAR  SH^PS,  D.,  L.  &  W.  R.  R. 


BLACKSMITH  SHOP 


91 


PLAN  OF  BLACKSMITH  SHOP,  SHOWING  LAY-OUT  OF     EQUIPMENT  AT  TRENTON.  N.  J.,   P.  R.  R. 


<eot/er  ft/mace 


y^\<> 

foJ\ 


O 


PLAN  OF  BLACKSMITH  SHOP,  SHOWING  LOCATION  OF  EQUIPMENT  AT  DU  BOIS,  B.,  R.  &  P.  RT. 


O ;  forget  O I  O  | 


-,. 

Vci 

LJ 


. 

cirmce 


r> 


Q 

Q 


o 


ap.nqfurn.* 

n 
'   /^"77 

°n°  : 


i'srffi Ifr*.  i 

9/ff!e^~~~^  I  I 


Office 


D 


^  .  •- 


PLAN  OF  BLACKSMITH  SHOP,  SHOWING  LAYOUT  OF  EQUIPMENT  AT  TOPEKA,  KAS.,  A.,  T.  &  S.  F.  RY. 


Railway  Shop    Up  to  Dale 

Chapter   V. 


FREIGHT  CAR  SHOP 


THE  freight  car  department  includes  the  equip- 
ment for  the  construction  of  new  cars,  heavy 
repair  work,  and  light  or  running  repairs  to  cars.  Pro- 
visions for  these  several  classes  differ  to  some  extent 
at  tlie  shops  of  the  various  railway  systems.  At  the  An- 
gus shops  of  the  Canadian  Pacific  Railway,  practically 
all  freight  car  work  is  confined  to  the  construction  of  new 
cars.  The  shops  at  Angus  include  a  locomotive  depart- 
ment and  a  passenger  car  department,  as  well  as  that  for 
freight  car  work.  The  Keyser  Valley  shops  of  the 
D.  L.  &  W.  Railroad  at  Scranton,  Pa.,  are  operated 
almost  exclusively  for  the  construction  and  repairs  of 
freight  cars  and  include  no  other  departments.  The 
Wabash  Railroad  has  built  new  car  shops  -at  East 
'  Decatur,  111.,  to  provide  for  the  repair  of  both  passen- 
ger and  freight  car  equipment.  The  Readville,  Mass., 
shops  of  the  N.  Y.  N.  H.  &  H.  are  operated  for  the 
maintenance  and  repair  of  both  freight  and  passenger 
car  equipment,  and  the  Sedalia,  Mo.,  shops  of  the 
M.  K.  &  T.  Ry-  are  operated  entirely  for  car  work. 

LOCATION. 

The  majority  of  American  shops  include  both  locomo- 
tive and  car  departments  and  the  several  buildings  of 
each  shop  plant  are  placed  according  to  requirements 
for  the  most  economical  operation  of  the  plant  as  a  whole. 

Inasmuch  as  the  freight  car  shop  is  an  assembling 
point  for  a  large  amount  of  material,  both  wood  and 
metal,  the  principal  features  are  its  location  with 
regard  to  delivery,  ample  storage  space  adjacent  to 
the  shop  and  facilities  for  the  rapid  handling  of 
material  in  large  quantities. 

In  view  of  the  large  amount  of  material  assembled, 
communication  with  the  several  auxiliary  or  sub  de- 
partments, should  be  direct  and  convenient,  for  in- 
stance, from  the  mill,  storage  yard,  truck  shop,  car  ma- 
chine shop,  blacksmith  shop  and  foundry.  Where  a 
single  foundry  serves  both  the  locomotive  and  car  de- 
partment, its  location  near  the  locomotive  shop  is  pre- 
ferable inasmuch  as  heavier  castings  go  to  the  locomo- 
tive shop  and  the  smaller  castings  of  the  car  department 
are  more  easily  delivered  in  bulk  over  the  greater  dis- 
tance. 

The  freight  car  repair  shop  is  usually  adjacent  to 
the  freight  car  repair  yard  or  covers  a  portion  of  the 
yard  tracks.  This  provides  for  minimum  amount  of 
switching  of  bad  order  cars  and  locates  both  heavy  and 
light  repair  work  adjacent  to  the  same  base  of  supplies. 

BUILDING. 

The  structural  work  of  the  freight  car  repair  shop 
is  comparatively  simple.  The  principal  requirements  are 
a  long  narrow  building,  protection  for  men  and  equip- 
ment against  the  weather  and  ample  natural  light. 


The  modern  freight  car  shop  is  similar  to  the  other 
principal  shop  buildings  in  being  constructed  with  a 
steel  skeleton  and  brick  walls.  The  introduction  of 
heavier  cars,  both  wood  and  steel,  makes  overhead  cranes 
desirable  in  at  least  a  portion  of  both  the  freight  car  re- 
pair shop  and  the  shop  for  erecting  new  cars.  With  the 
larger  cars  of  today,  the  cost  of  construction  and  main- 
tenance is  increasing,  so  that  the  need  of  cranes  and 
other  facilities  for  the  economical  operation  of  the  shop 
is  felt. 

By  arranging  four  longitudinal  tracks  on  20-foot 
centers  and  so  placing  them  that  the  centers  of  the 
outer  tracks  will  be  15  feet  from  the  faces  of  crane 
columns,  a  span  of  90  feet  may  be  had  for  the  crane. 
Assuming  that  it  is  desired  to  provide  a  standing 
capacity  of  80  cars,  a  floor  area  of  90,000  square  feet 
would  be  required.  Allowing  50  feet  per  car,  the 
length  of  each  track  would  be  50  x  20  —  1,000  feet. 
With  four  tracks  arranged  on  20-foot  centers  and  with 
15  feet  from  centers  of  outer  tracks  to  face  of  col- 
umns, the  width  of  floor  between  columns  would  be 
(3  x  20)  +  (15  x  2)  =  90  feet  and  1,000  (length  of 
track)  x  90  (width  of  floor)  =  90,000  square  feet,  area 
of  floor. 

A  feature  very  necessary  for  the  construction  of  new 
cars  is  ample  entrances  to  the  building  by  which  delivery 
of  material  may  be  made. 

ARRANGEMENT    OF    TRACKS. 

It  is  generally  conceded  that  longitudinal  tracks  are 
the  most  satisfactory,  both  for  the  erection  of  new  cars 
and  the  repair  of  old.  Such  an  arrangement  provides 
a  feasible  method  of  handling  cars  in  strings,  and  lends 
itself  most  readily  to  an  economical  distribution  of  mate- 
rial due  to  the  large  amount  of  comparatively  light  mate- 
rial to  be  handled  and  to  the  frequency  with  which  one 
car  is  replaced  by  another  on  the  same  working  space. 

Some  shops  still  in  existence  would  indicate  that 
several  years  ago  there  was  a  question  as  to  the  most 
desirable  arrangement  of  tracks.  However,  such  shops 
are  confined  principally  to  the  smaller  and  older  ones, 
and  the  more  recently  constructed  are  almost  uniform 
in  providing  longitudinal  tracks  for  freight  car  work. 
Those  plants  at  which  the  principal  departments  are 
served  by  a  single  transfer  table,  as  well  as  some 
others  of  a  different  general  layout,  include  a  trans- 
verse freight  car  shop  to  which  access  is  usually 
had  by  a  system  of  ladder  tracks  at  the  side  of  the 
shop  opposite  the  transfer  table,  as  at  the  Colorado 
and  Southern  shops  at  Denver,  the  Wisconsin  Cen- 
tral at  Foud  du  Lac,  the  Oregon  Short  Line  at 
Pocatello,  the  Missouri,  Kansas  and  Texas  at  Se- 
dalia and  others.  At  the  Oelwein  shops  of  the 


FREIGHT  CAR  SHOP 


U3 


Chicago  Great  Western  access  to  the  freight  car  shop 
is  by  the  transfer  table  only.  At  the  Collinwood 
shops  of  the  L.  S.  &  M.  S.  Railway  the  freight  car 
shop  was  originally  in  a  building  in  which  the  tracks  are 
arranged  transversely  and  are  served  by  a  transfer  table. 
This  building  has  since  been  assigned  to  caboose  repairs 
and  other  work  and  a  new  longitudinal  shop  has  been 
erected. 

The  freight  car  shops  and  yards  recently  built  indi- 
cate that  a  distance  of  20  or  22  feet  between  centers, 
with  an  even  spacing  between  the  tracks  throughout,  is 
found  most  satisfactory. 

Some  yard  tracks  for  light  repairs  are  placed  evenly 
on  16-  to  20-foot  centers,  while  the  yard  tracks  for 
heavy  repairs  and  those  in  the  shop  are  spaced  from  20- 
to  22-foot  centers.  Usually  with  this  arrangement,  ma- 
terial tracks  are  placed  in  each  space  between  tracks. 

At  other  points  the  working  tracks  are  grouped  in 
pairs  on  centers  from  16  to  20  feet,  and  the  groups  are 
spaced  from  20  to  26-feet  apart  with  material  tracks 
between  the  groups. 

Where  the  even  spacing  prevails  the  tracks  are  from 
'20  to  22  feet  between  centers  with  usually  a  distribution 
track  in  every  alternate  space. 

INDUSTRIAL   TRACKS. 

\Yhile  narrow  and  standard  gauge  distribution 
tracks  are  both  in  use,  the  standard  gauge  now  meets 
with  greater  general  favor  for  the  industrial  system 
of  communication  and  delivery.  This  system  pro- 
vides greater  scope  for  the  movement  of  push-cars, 
as  it  allows  of  their  transportation  over  any  of  the 
tracks  of  the  yard  and  the  standard  track  facilitates 
the  delivery  of  mounted  wheels.  While  using  stan- 
dard gauge,  material  tracks  are  frequently  made  up 
of  lighter  rails  than  those  used  in  working  tracks  and 
road  tracks. 

METHODS    OF    OPERATION. 

In  the  construction  of  new  cars  the  most  economi- 
cal operation,  for  the  assemblage  of  large  quantities 
of  material  and  for  the  erection  of  cars  in  stages  by 
gangs  of  specially  trained  men,  provides  for  the  ad- 
vancement of  each  car  from  one  stage  to  the  next  in 
regular  sequence.  In  accomplishing  this  result  trucks, 
sills  and  other  material  from  the  auxiliary  shops  are 
delivered  at  one  end  of  the  erecting  shop  where  erect- 
ing work  is  begun  and  as  the  stages  of  construction 
advance,  each  car  is  pulled  forward.  Thus  there  is 
a  string  of  cars  in  different  stages  of  construction 
advancing  along  each  longitudinal  track,  until,  at  the 
opposite  end  of  the  shop,  each  car  is  delivered,  com- 
plete, painted  and  ready  for  service. 

A  satisfactory  method  of  moving  a  string  of  cars 
as  the  work  of  construction  progresses  is  to  locate  a 
motor,  or  motors,  at  the  end  of  the  shop  to  which  the 
finished  car  advances,  provide  coupling  rods  for  coup- 
ling the  cars  of  a  length  standard  to  the  shop,  and 
pull  each  track  as  the  work  requires.  By  installing  a 
shaft  located  beneath  the  floor  and  suitable  clutches, 
together  with  a  drum  at  each  track,  one  motor  will 
serve  four  or  six  tracks.  The  motor  for  this  purpose 


is  sometimes  placed  in  a  cabin  beyond  the  end  of  the 
shop,  but  its  location  within  the  shop  would  seem  the 
more  desirable. 

A  coupling  rod  about  10  feet  in  length  is  recom- 
mended. This  keeps  the  cars  separated  a  certain  dis- 
tance at  all  times  and  allows  free  movement  among 
the  cars,  a  feature  which  is  especially  desirable  in 
the  vicinity  of  doors  in  the  sides  of  the  shop  for  the 
delivery  of  material  from  the  storage  yard.  In  a  shop 
of  great  length,  much  material  is  delivered  through 
side  doors  instead  of  at  the  end  where  construction 
work  begins,  thus  economizing  in  the  delivery  of 
material  by  shortening  the  distance  between  points 
of  storage  and  assemblage  and  reducing  time  consumed 
in  delivery. 

Consistent  with  ample  storage  space  is  the  provision 
for  classifying  and  piling  material.  Rods  for  framing 
of  box  cars  may  be  ordered  in  required  lengths  and 
when  threaded,  sorted  and  stored  in  racks,  the  rods  are 
made  to  follow  the  most  direct  route  from  the  storage 
pile  to  the  car.  Such  racks  should  be  carefully  stenciled 
with  the  length  and  diameter  of  rod,  so  that  laborers 
in  transferring  material  can  make  no  mistake.  This  sys- 
tem also  provides  a  simple  means  by  which  a  store  de- 
partment clerk  may  readily  determine  an  estimate  of  the 
amount  of  material  of  each  size  on  hand. 

A  similar  plan  may  be  applied  to  the  classification  and 
storage  of  the  various  castings  which  enter  into  car  con- 
struction. This  method  not  only  classifies  the  castings 
and  keeps  them  together,  but  requires  much  less  time  in 
storing  them,  in  that  they  may  be  dumped  into  bins 
from  the  trucks  of  the  industrial  system,  whereas  the 
time  necessary  to  pile  and  segregate  small  pieces  is 
decidedly  wasted. 

The  same  plan  applies  well  to  the  distribution  of  bolts, 
nuts,  cotter  keys,  washers,  lag  screws,  nails,  etc.  For 
bolts  and  nuts  large  bins  may  be  provided  and  as  a  truck 
load  is  delivered  the  boxes  may  be  dumped  directly 
into  the  bins.  This  plan  serves  to  classify  and  store 
bolts  and  nuts  in  a  place  where  a  given  size  is  always 
to  be  found  duly  labeled.  It  further  removes  the  un- 
sightly piles  which  are  difficult  to  maintain  and  seg- 
regate. 

The  most  economical  method  of  distributing  small 
material  is  to  handle  it  in  bulk,  either  in  small  wagons 
specially  designed  for  the  purpose  or  in  sheet  iron 
boxes  arranged  to  be  handled  by  light  cranes  as  well 
as  by  trucks. 

The  latter  arrangement  lends  itself  readily  to  the 
method  of  storing  bolts,  nuts,  etc.,  in  bins,  for  the 
boxes  may  be  handled  by  air  hoists  in  transferring 
them  from  the  trucks  to  the  bins.  Where  this  method 
is  followed  the  bins  are  served  by  traveling  air  hoists. 
Bins  for  bolts  are  not  covered  so  that  material  may 
be  delivered  over  side  partitions.  To  facilitate  get- 
ting in  and  out  of  these  bins  when  the  stock  is  low, 
a  wooden  strip  is  nailed  along  the  outside  and  on  the 
inside  an  old  grab  iron  is  bolted  in  order  that  work- 
men mav  climb  in  and  out  of  them  convenientlv.  The 


94 


RAILWAY  SHOP  UP  TO  DATE 


bins  in  which  nuts,  washers,  cotter  keys,  lag  screws, 
etc.,  are  stored  are  equipped  with  hinged  covers  and 
these  covers  are  locked  after  the  bins  have  been  filled. 
A  hole  in  the  side  partition  near  the  floor  provides  a 
means  for  workmen  to  get  at  stock.  A  little  thought 
concerning  the  large  number  of  kegs  which  would  be 
required  for  the  storage  of  nuts,  nails,  etc.,  for  a 
shop  turning  out,  say  28  to  30  cars  per  day,  will  show 
the  advantage  obtained  by  storing  this  material  as 
'  described. 

CANADIAN    PACIFIC — ANGUS. 

The  freight  car  erecting  shop  of  the  Canadian  Pacific 
Railway  at  Angus  has  been  used  exclusively  for  the  con- 
struction of  new  cars.  It  is  located  at  one  edge  of  the 
area  devoted  to  shop  buildings  and  is  tributary  to  the 
"Midway,"  or  avenue  of  distribution  which  traverses 
the  entire  shop  area  and  is  served  by  an  overhead 
traveling  crane  as  well  as  by  standard  gauge  tracks 
the  industrial  system.  The  car  erecting  shop  is 
directly  across  the  midway  from  the  mill  building. 
Next  to  the  car  erecting  shop  is  the  truck  shop ;  while 
the  car  machine  shop  is  just  beyond.  The  lumber 
yard  is  so  situated  with  regard  to  the  mill  building, 
and  the  blacksmith  shop,  car  wheel  foundry,  etc.,  are 
so  placed  with  relation  to  the  car  machine  shop  and 
truck  shop  and  the  storage  yard  is  so  disposed  around 
the  car  erecting  shop,  that  material  entering  into  the 
construction  of  cars  advances  from  the  several  sources 
of  supply  and  through  the  various  departments  in 
regular  sequence,  to  the  point  of  assemblage. 

The  shop  building  is  540  feet  long  by  107  feet  wide 
and  is  well  lighted  naturally.  It  is  divided  into  two 
bays  and  there  are  three  standard  tracks  in  each  bay, 
two  of  which  are  used  for  erecting  work  and  the  cen- 
tral track  is  kept  open  for  the  delivery  of  material 
throughout  the  shop.  The  tracks  in  each  bay  are 
spaced  evenly  at  a  distance  of  fifteen  feet  between 
centers.  Between  the  centers  of  the  adjacent  tracks  of 
the  different  bays  is  a  distance  of  20  feet. 

The  erection  of  cars  is  begun  at  the  end  of  the  shop 
near  the  Midway,  where  trucks  are  delivered  from  the 
truck  shop.  A  portion  of  each  bay  near  this  end  of 
the  shop  is  served  by  three  traveling  cranes  driven 
by  air  and  operated  by  hand  from  the  floor.  In  the 
construction  of  box  cars  the  roof  frames  are  built  on 
the  car  decks  and  are  then  hoisted  by  these  cranes 
while  the  supporting  frame  is  constructed  between 
them.  As  the  work  of  construction  progresses  the 
cars  are  gradually  moved  to  the  further  end  of  the 
shop  in  order  that  each  gang  of  men  may  handle  that 
class  of  work  at  which  they  are  specialists.  The  first 
gang  applies  sills  and  draft  rigging,  the  deck  is  ap- 
plied by  the  second  gang,  the  roof  and  frame  by  the 
third,  and  so  the  car  proceeds  until  it  is  finished  at 
the  further  end  of  the  shop.  The  cars  are  hauled  for- 
ward by  a  motor  at  the  end  of  the  shop. 

Bolts,  nuts,  washers,  lag  screws,  etc.,  are  stored  in 
bins  to  facilitate  storage  and  classification.  In  the 
storage  yard  along  one  side  of  the  erecting  shop,  is  a 


system  of  bins  for  the  storage  of  small  castings.  In 
the  storage  yard  on  the  opposite  side  of  the  shop  a 
number  of  forgings,  castings,  springs,  etc.,  are  stored 
and  it  is  intended  to  provide  for  this  storage  by  con- 
structing a  long  shed  about  40  or  50  feet  from  the 
building  to  protect  this  material  from  snow  in  winter. 

The  paint  shop  is  practically  a  continuation  of  the 
erecting  shop  and  is  separated  from  the  latter  by  a 
fire  wall  and  rolling  steel  doors.  Cars  are  handled 
through  this  shop  by  motors  as  described  for  the 
erecting  shop. 

In  this  connection  it  is  appropriate  to  call  attention 
to  the  advantage  provided  by  the  location  of  the  paint 
shop  in  such  relation  to  the  erecting  shop,  an  arrange- 
ment which  seems  far  superior  to  that  which  exists 
in  some  other  railroad  shops  where  it  is  necessary  to 
transfer  and  switch  cars  over  several  tracks  in  moving 
from  the  erecting  to  the  paint  shop. 

Tracks  beyond  the  paint  shop  provide  a  standing 
capacity  for  about  the  same  number  of  cars  as  the 
paint  shop  and  during  the  summer  months  a  large 
portion  of  the  cars  are  painted  outside  on  these  tracks. 

At  Angus  freight  cars  are  painted  with  air  ma- 
chines. 

D.,    L.    &   W. — SCRANTON. 

The  Keyser  Valley  shops  of  the  D.  L.  &  W.  Rail- 
way at  Scranton  are  devoted  almost  entirely  to  the 
construction  and  repair  of  freight  car  equipment.  In 
addition  to  other  facilities,  the  shop  plant  includes  a 
car  erecting  shop,  a  car  repair  shop  for  heavy  repairs, 
and  a  repair  yard  for  light  repairs. 

The  car  erecting  and  repair  shops  are  similar  in 
size,  construction  and  arrangement,  except  that  the 
central  bay  of  the  erecting  shop  is  served  by  a 
15-ton  traveling  crane  and  contains  some  equipment 
for  the  construction  of  new  cars,  while  the  car  repair 
shop  is  not  so  provided 

Each  building  is  400  feet  long  by  150  feet  wide  and 
has  a  capacity  of  48  cars.  The  buildings  are  of  brick 
supported  by  structural  steel  frame  work,  and  while 
they  are  plain  as  regards  architectural  embellishment, 
they  present  a  very  neat  appearance.  They  are 
extremely  well  lighted  by  natural  light,  ample  space 
between  buildings  aiding  in  this  particular.  In  addi- 
tion to  the  ordinary  windows,  which  are  large,  much 
of  the  wall  space  above  is  fitted  with  window  sashes, 
which  adds  much  to  the  diffusion  of  light  throughout 
the  interior.  Above  the  centers  of  the  roofs  are  moni- 
tors which  extend  nearly  the  full  length  of  the  build- 
ings and  the  sides  of  these  monitors  are  equipped  with 
glass  lanterns.  Saw-tooth  skylights  are  placed  at 
intervals  along  the  roof.  All  glass  surfaces  are  verti- 
cal with  the  exception  of  those  in  the  skylights,  so 
that  there  is  very  little  opportunity  for  discomfort  to 
be  caused  by  direct  rays  of  the  sun  pouring  down 
upon  the  floor  beneath. 

Each  building  is  divided  into  three  bays.  In  the 
main,  or  central  bay,  there  are  two  standard  gauge 
tracks  extending  the  full  length  of  the  building  and 


FREIGHT  CAR  SHOP 


95 


connected  with  yard  leads.  These  tracks  are  arranged 
on  22-foot  centers  and  in  each  side  bay  are  two  work- 
ing tracks,  similarly  spaced.  The  adjacent  tracks  of 
the  different  bays  are  spaced  24  feet  between  centers. 
The  center  bay  is  served  by  three  narrow-gauge 
tracks.  In  the  side  bay  one  narrow-gauge  track  is 
between  the  two  working  tracks,  while  the  other  dis- 
tribution track  is  between  two  outer  tracks  and  the 
wall.  The  floors  are  of  concrete. 

In  the  yard  for  light  repairs  about  250  or  300  cars 
are  repaired  per  day.  This  yard  contains  eight  tracks 
arranged  on  20-foot  centers,  and  in  every  alternate 
space  between  working  tracks  is  a  narrow-gauge  track 
of  the  industrial  system.  In  this  yard  one  track  is 
reserved  for  the  repair  of  steel  cars. 

For  convenience  in  storage  and  delivery  of  mate- 
rial the  yard  contains  a  series  of  long,  narrow  material 
sheds  in  which  are  kept  bolts,  nuts,  finished  lumber, 
sheathing,  car  doors,  couplers,  etc. 

There  are  two  scrap  platforms,  or  docks,  near  the 
repair  yard  for  the  accumulation  of  scrap  material 
gathered  from  cars  undergoing  repairs.  Each  one  is 
equipped  with  air  operated  shears,  and  the  various 
kinds  of  scrap  are  assorted  into  classified  bins.  The 
platforms  are  level  with  a  car  floor  and  industrial 
tracks  traverse  the  length  of  each  platform. 

The  freight  car  repair  shop  is  situated  near  the  mill 
building  and  the  centers  of  distribution,  where  sills 
and  other  comparatively  heavy  material  may  be  de- 
livered conveniently.  Beyond  the  fact  that  cars  held 
for  heavy  repairs  are  repaired  under  cover,  there  is 
practically  little  difference  between  the  work  done 
here  and  that  at  the  average  yard. 

The  greatest  interest  centers  in  the  freight  car  erect- 
ing shop,  where  the  bulk  of  the  material  from  the  va- 
rious shops  and  sub-departments  is  assembled.  At  the 
time  that  work  was  begun  on  a  large  order  of  box 
cars  having  underframes  reinforced  with  steel  frames 
of  commercial  shape,  the.  erecting  shop  was  equipped 
to  handle  steel  and  other  work  economically,  and  it  is 
interesting  to  note  the  methods  followed. 

In  ordering  steel  for  the  construction  of  this  framing, 
the  practice  of  the  company  is  to  purchase  proper  lengths 
for  the  various  parts.  This  material  is  delivered  either 
in  the  yard  at  the  end  of  the  shop  or  just  within  the 
shop. 

Both  side  bays  are  equipped  with  scaffolds  suspended 
from  the  roof  trusses  to  facilitate  work  on  the  super- 
structure. In  the  center  way.  served  by  a  crane,  trucks 
are  erected,  the  steel  reinforcing  frame  is  assembled,  sills 
are  mounted  and  decks  laid.  In  the  side  bays  box  frames 
are  erected,  roofs  built,  sheathing  applied,  trimming  work 
is  done,  and  before  leaving  the  shop  one  coat  of  paint  is 
applied. 

A  drill  press  and  a  punch  and  shear  are  located  in  the 
end  of  one  side  bay  nearer  the  machine  shop.  In  the 
same  end  of  the  main  bay  are  air-operated  riveters,  port- 
able forges  and  other  equipment  for  assembling  the  re- 
inforcing frames,  for  riveting  couplers,  yokes,  etc. 


Over  a  portion  of  one  track  in  the  main  bay  is  a  raised 
track  supported  on  cast  iron  pedestals.  Trucks  are 
erected  on  this  raised  track  and  the  arrangement  pro- 
vides facility  for  the  truck  erecting  men  in  getting  at 
bolts. 

One  end  of  this  raised  track  is  inclined  to  a  height 
sufficient  to  reach  the  deck  of  a  flat  car.  Cars  loaded 
with  wheels  are  switched  into  the  shop  and  delivered  to 
a  point  at  which  wheels  can  be  unloaded  easily  over  this 
incline. 

When  trucks  have  been  completed  they  are  piled  one 
above  the  other  by  the  crane,  in  order  that  they  will 
occupy  minimum  floor  space  until  required.  This  pro- 
vides a  convenient  method  of  storing  trucks  in  an  acces- 
sible location  when  the  supply  exceeds  the  demand,  and 
when  needed  they  are  readily  delivered  by  the  crane  to 
the  car  erecting  track. 

During  the  erection  of  trucks,  bolsters  are  delivered 
by  the  crane,  so  that  truck  erecting  men  have  practically 
no  handling  of  bolsters. 

All  parts  of  trucks,  bolsters,  sand  planks,  arch  bars, 
boxes,  brasses,  bolts,  etc.,  are  delivered  by  laborers  within 
easy  reach  of  erecting  men,  so  that  work  of  erection  pro- 
gresses rapidly  and  without  unnecessary  interruption. 

In  drilling  and  punching  the  several  I-beams  used  in 
the  construction  of  the  reinforcing  frames,  the  webs  are 
punched  according  to  forms.  Holes  are  then  laid  out 
according  to  templates  and  pass  to  the  drill  press,  whence 
they  are  delivered  to  the  riveters.  A  portion  of  flanges 
on  draft  beams  are  sheared  off  to  provide  for  application 
of  couplers,  and  this  work  is  done  cold. 

Angle  irons,  queen  posts,  malleable  castings,  etc.,  are 
riveted  by  air  riveters  and  the  parts  pass  to  the  assem- 
bling gang. 

To  provide  convenience  in  forwarding  this  work  rap- 
idly and  at  the  same  time  insure  accuracy  and  proper 
angles,  the  frames  are  constructed  on  specially  designed 
tables,  two  of  which  are  provided  in  this  end  of  the  shop 
in  order  that  two  reinforcing  frames  may  be  constructed 
at  one  time.  These  tables  are  illustrated  by  line  draw- 
ings presented  at  the  end  of  this  chapter. 

Upon  completion  the  frames  are  transferred  by  the 
traveling  crane  to  the  center  of  the  shop  or  to  the  further 
end,  where  they  are  lowered  upon  the  trucks  which  are 
previously  placed  in  proper  position  to  receive  them. 

Frames  are  transferred  by  a  specially  designed  carrier 
hung  from  the  crane  hook.  The  carrier  is  composed  of 
9-inch  channels,  15  pounds  per  foot,  24  feet  11  inches 
long,  having  a  chain  attached  to  its  cent«r  for  connection 
with  the  crane  hook  and  a  chain  at  each  end  to  which 
the  frame  is  secured.  When  not  in  use  this  carrier  is 
stored  at  some  point  on  the  floor  near  the  frame  erect- 
ing tables. 

After  the  reinforcing  frame  is  placed  on  the  trucks, 
sills  are  applied,  brake  rigging  attached,  deck  nailed  down 
and  frame  castings  placed  on  deck  before  the  car  is 
moved. 

Following  this  work,  cars  are  pulled  out  of  the  main 


96 


RAILWAY  SHOP  UP  TO  DATE 


bay  by  an  electric  motor  located  in  a  shanty  near  the 
main  bay  lead  and  about  300  feet  from  the  shop  build- 
ing. In  good  weather  decks  are  nailed  down  after  cars 
have  been  pulled  out  of  doors. 

Cars  are  switched  by  yard  engines  from  the  main  bay 
lead  to  the  side  bays,  where  the  erecting  work  is  finished 
as  before  described. 

Sills  are  transferred  from  the  mill  to  the  erecting  shop 
on  industrial  cars  and  inside  the  shop  they  are  handled 
by  the  crane.  When  laying  the  sills  the  crane  is  again 
used.  Castings  entering  into  car  construction  are  brought 
in  from  the  storage  yard  in  wheelbarrows  and  placed 
where  they  will  be  conveniently  loaded  upon  the  cars. 
Air  brake  cylinders  and  rigging  are  started  near  the  point 
of  erection  so  as  to  avoid  further  transfer  when  ready 
for  application.  Lumber  for  sheathing  frames,  purlines, 
roofs,  etc.,  are  delivered  from  the  mill  to  the  erecting 
shop  in  carloads  and  placed  in  side  bays  easy  of  access  to 
the  various  cars  under  construction.  Where  such  lum- 
ber is  delivered  when  partially  finished  cars  are  standing 
either  in  the  main  bay  or  on  the  outside  leads,  it  is  placed 
on  the  truss  rods  so  that  it  will  be  transferred  with  the 
car  in  its  movement  to  either  side  bay  for  completion. 

The  car  repair  and  erecting  shops  are  situated  side  by 
side  with  a  distance  of  70  feet  between  them.  The  freight 
car  paint  shop  is  situated  a  distance  of  166  feet  beyond 
the  ends  of  these  shops  and  on  a  center  line  passing  mid- 
way between  them.  Cars  are  transferred  from  the  erect- 
ing shop  to  the  paint  shop  by  the  yard  engine,  and  by 
the  time  a  car  has  been  switched  from  the  central  bay 
of  the  erecting  shop  to  the  side  bay  and  again  to  the 
paint  shop,  it  would  seem  to  have  been  moved  several 
times  unproductively. 

While  the  shop  under  discussion  has  many  points  of 
advantage  and  is  well  equipped,  it  would  seem  that  an 
arrangement  whereby  a  car  advances  from  one  stage  of 
construction  to  the  next  without  doubling  in  its  course 
would  give  greater  output. 

N.    Y.,    N.    II.    &    H. READVILLE. 

At  the  Readville  car  repair  plant  of  the  New  York, 
New  Haven  &  Hartford  Railroad,  the  freight  car  repair 
shop  is  situated  between  two  car  repair  yards  and  spans 
the  track  extensions  of  these  yards.  The  shop  is  350 
feet  long  and  160  feet  wide  and  has  a  standing  capacity 
of  60  cars.  The  tracks  in  the  shop  and  yards  are  spaced 
on  20-foot  centers.  The  yard  at  the  east  end  of  the  shop 
will  accommodate  about  500  cars  at  one  time.  Cars  enter 
through  the  yard  at  the  east  end  and  move  progressively 
through  the  shop  and  out  at  the  west  end. 

The  location  of  the  shop  and- yards  with  reference  to 
the  other  buildings  of  the  plant  is  such  that  raw  material 
may  be  delivered  easily  from  the  various  sources  of  sup- 
ply and  other  departments. 

The  freight  car  erecting  shop  is  a  brick  building  in 
which  the  roof  trusses  and  supporting  columns  are  of 
yellow  pine.  The  columns  supporting  a  second  floor  at 
one  end  of  the  building  are  of  cast  iron.  The  roof  of 
this  portion  is  covered  with  slate,  while  the  remainder  is 


covered  with  eastern  granite  roofing.  Natural  day  light- 
ing is  provided  for  by  large  windows  in  the  side  walls 
and  by  sashes  in  the  end  doors.  The  flooring  is  of  con- 
crete. 

L.    &   N.- — SOUTH    LOUISVILLE. 

At  the  South  Louisville  locomotive  and  car  plant  of 
the  Louisville  &  Nashville  Railroad  the  freight  car  repair 
shop  is  situated  between  a  storage  yard  having  a  capacity 
of  325  cars  and  a  repair  yard  capable  of  standing  about 
50  cars.  The  building  is  400  feet  7^  inches  long  by  145 
feet  wide  and  contains  six  working  tracks  spaced  20  feet 
between  centers,  as  well  as  a  material  track  which  extends 
along  one  side  of  the  building.  The  shop  has  a  standing 
capacity  of  60  cars. 

With  the  exception  of  two,  the  tracks  in  the  yards  are 
continuations  of  those  in  the  shop  and  are  spaced  the 
same  distance  apart. 

The  shop  for  the  construction  of  new  cars  is  tributary 
to  the  transfer  table  and  is  situated  next  to  the  mill 
building.  The  building  is  300  feet  7^4  inches  long  by 
134  feet  8  inches  wide.  It  contains  six  working  tracks 
arranged  in  three  groups,  with  two  working  tracks  in 
each  group.  The  working  tracks  of  each  group  are 
spaced  20  feet  between  centers  and  the  adjacent  tracks 
of  the  different  groups  are  spaced  22  feet  6  inches  be- 
tween centers.  Between  the  working  tracks  of  each  group 
is  a  material  delivery  track  of  standard  gauge.  This  shop 
has  a  capacity  of  42  cars. 

Both  the  freight  car  repair  and  erecting  shops  are  of 
steel  construction  with  side  sheathing  of  corrugated  iron. 

In  the  erecting  shop  for  new  cars  the  bays  in  which 
the  working  tracks  are  situated  are  separated  by  the 
rows  of  columns  supporting  the  roof  trusses.  The  ends 
of  the  building  are  covered  with  corrugated  galvanized 
iron  to  within  16  feet  9  inches  of  the  ground,  and  the 
sides  are  of  the  same  material  to  within  10  feet  of  the 
ground.  Both  the  sides  and  ends  of  the  building  are 
equipped  with  rolling  steel  doors.  Above  the  roof  over 
the  center  of  the  main  bay  is  a  monitor  extending  the 
full  length  of  the  building,  the  sides  of  which  are 
equipped  with  glass  lanterns.  A  row  of  skylights,  placed 
at  intervals,  extends  along  the  roof  above  the  center  of 
each  side  bay.  Above  the  corrugated  iron  sheathing 
much  of  the  wall  space  is  fitted  with  stationary  window 
sashes.  The  building  is  covered  with  a  composition  roof- 
ing and  the  floor  is  of  concrete  with  a  granitoid  finish. 

The  scaffolding  for  the  building  tracks  are  of  perma- 
nent construction  and  are  suspended  by  angles  hung 
from  the  roof  trusses.  The  platforms  are  -i  feet  wide 
and  are  situated  about  7  feet  above  the  floor.  The  plat- 
forms are  provided  with  extensions  2  feet  6  inches  wide 
on  each  side,  which  are  so  hinged  that  they  may  be 
swung  out  of  the  way  when  not  in  use.  When  in  use 
the  extensions  are  held  in  position  by  *4-inch  wire  rope 
cables  secured  to  the  roof  trusses. 

Ordinarily,  erecting  work  is  done  on  three  of  the 
working  tracks  at  one  time,  while  material  is  being 
brought  in  and  placed  conveniently  for  the  other  three. 


FREIGHT  CAR  SHOP 


97 


If  necessary,  however,  all  six  tracks  may  be  used  at  the 
same  time.  In  such  an  event  maximum  output  would 
be  obtained  by  delivering  material  at  night. 

Car  sills  and  the  larger  material  from  the  planing  mill 
are  delivered  to  the  erecting  shop  over  the  transfer  table, 
while  the  lighter  material  is  delivered  direct  by  push 
cars.  Trucks  and  other  material  pass  to  the  shop  in 
sequence  and  are  delivered  direct  to  the  shop  from  the 
transfer  table,  much  of  it  being  delivered  to  the  table  by 
the  yard  crane  which  serves  the  storage  yard  located  at 
right  angles  with  the  transfer  table  pit.  Much  of  the 
small  material  delivered  to  the  erecting  shop,  such  as 
bolts,  nuts,  washers,  lag  screws,  etc.,  is  stored  beneath 
the  scaffold  platforms  along  the  sides  of  the  shop.  Larger 
and  heavier  surplus  material  is  stored  between  the 
tracks,  just  outside  of  the  shop  at  the  end  further  from 
the  transfer  table. 

While  the  cross-section  of  the  freight  car  repair  shop 
is  very  similar  to  that  of  the  erecting  shop  for  new  cars, 
the  building  is  lower  and  the  arrangement  of  trusses  is 
different.  The  roof  trusses  are  supported  by  a  single 
row  of  columns  and  the  shop  is  divided  into  two  sections 
only.  The  arrangement  of  glass  in  the  monitor,  sky- 
lights and  stationary  side  sashes  is  similar  to  that  of  the 
erecting  shop.  The  sides  and  ends  of  the  building  are 
equipped  with  rolling  shutters.  The  floor  is  of  cement 
with  a  granitoid  finish.  In  alternate  spaces  between 
pairs  of  tracks  are  air  connections  attached  to  hose  ex- 
tending from  an  air  system  carried  along  the  roof  trusses. 

The  foreman's  office  is  situated  in  the  northwest  cor- 
ner of  the  building  and  is  elevated  at  such  a  position  as 
to  furnish  a  good  view  of  the  interior  of  the  entire  shop 
as  well  as  over  the  freight  car  repair  tracks.  Along  the 
west  side  of  the  building  is  a  long  platform  or  balcony 
for  the  workmen  to  store  their  tool  boxes.  A  row  of 
work  benches  is  located  along  the  east  side  of  the  shop. 
Stoves  are  situated  at  different  points  throughout  the 
building  to  provide  means  for  the  men  to  warm  them- 
selves during  severely  cold  weather. 

In  both  the  repair  and  erecting  shops  the  natural  day 
lighting  is  ample  and  is  well  distributed. 

WABASH   RAILROAD EAST  DECATUR. 

At  the  new  East  Decatur  shops  of  the  Wabash  Rail- 
road no  large  provision  has  been  made  for  repairing 
freight  cars  under  roof.  The  climate  is  comparatively 
mild  at  this  point,  and  due  to  the  almost  complete  absence 
of  snow  it  is  possible  to  repair  freight  cars  out  in  the 
open  most  of  the  year. 

The  repair  yard  is  situated  at  the  extreme  south  side 
of  the  plant  and  contains  four  working  tracks.  The 
tracks  are  arranged  in  two  groups,  those  of  each  group 
being  spaced  on  20-foot  centers.  Each  group  is  served 
by  a  material  track  located  between  the  working  tracks, 
and  a  third  material  track  passes  near  the  adjacent  shop 
buildings.  Between  the  two  groups  of  working  tracks 
are  three  material  racks  56  feet  long  by  8  feet  wide.  The 
repair  tracks  have  a  capacity  of  170  cars. 

The  shop  plant  includes  a  large  repair  shop  463  feet 
long  by  88  feet  wide,  containing  four  longitudinal  tracks 


spaced  20  feet  between  centers.  Though  this  shop  is 
intended  principally  for  passenger  coach  repair  work,  a 
portion  of  it  may  be  used  for  heavy  repairs  to  freight 
cars  during  bad  weather. 

C.   C.  C.   &  ST.   L. — BEECH   GROVE   ( INDIANAPOLIS ). 

At  the  Beech  Grove  shops  of  the  Big  Four  Railway, 
situated  near  Indianapolis,  the  freight  car  repair  yard 
is  adjacent  to  the  main  freight  switching  yards,  so  that 
the  switching  of  bad  order  and  repaired  cars  will  be 
reduced  to  a  minimum.  The  freight  car  repair  shop, 
403  feet  by  156  feet,  is  approximately  at  the  center  of 
the  south  edge  of  the  repair  yard.  The  working  tracks 
through  shop  and  yard  are  spaced  alternately  on  18-foot 
and  22-foot  centers.  In  the  wider  space  between  tracks 
a  narrow-gauge  track  is  installed  for  the  delivery  of 
material. 

p.  &  L.  E. — M'KEES  ROCKS. 

The  freight  car  repair  shop  of  the  Pittsburg  &  Lake 
Erie  Railroad  at  McKees  Rocks,  Pa.,  is  a  brick  and 
steel  structure  654  feet  7  inches  long  by  154  feet  wide, 
arranged  in  three  longitudinal  bays.  An  extension  on 
the  east  side  of  the  shop,  23  feet  wide  by  450  feet  long 
provides  a  convenient  location  for  the  furnaces,  straight- 
ening presses,  storage  rooms,  and  machine  shop. 

The  walls  are  of  brick  with  steel  framing  conforming 
to  the  uniform  design  of  the  other  shop  buildings.  The 
roof  is  of  saw  tooth  construction  with  transverse  sky- 
lights, and  is  supported  by  steel  trusses  resting  upon 
steel  columns.  The  windows  in  the  skylights  are  ver- 
tical and  face  toward  the  north  so  that  an  abundance 
of  light  is  admitted  to  the  shop  from  above.  Large  win- 
dows in  the  side  and  end  walls  also  contribute  materially 
to  the  natural  lighting. 

The  hot  air  system  of  heating  is  installed,  with  over- 
head supply  pipes  and  down  drop  outlets.  The  shop  is 
piped  with  both  air  and  natural  gas,  for  the  operation 
of  tools  and  heaters. 

Two  of  the  three  longitudinal  bays  are  devoted  to 
the  repair  of  wooden  cars,  while  the  third  or  east  bay 
is  given  over  entirely  to  steel  car  work.  In  each  bay  are 
two  longitudinal  working  tracks  on  24  foot  centers,  with 
a  standard  material  gauge  track  located  centrally  between 
them.  The  centers  of  the  two  outer  tracks  are  14  feet  3 
inches  from  the  crane  columns  and  the  center  of  the  inner 
tracks  12  feet  from  the  main  columns,  allowing  ample 
space  for  carrying  on  repairs  simultaneously  on  all 
tracks,  without  confusion  or  interference.  The  span  of 
each  outside  bay  is  53  feet  and  that  of  the  center  bay  48 
feet,  with  a  clear  height  from  floor  to  roof  truss  of  30 
feet.  Each  bay  is  served  by  an  overhead  electric  crane 
operating  the  full  length  of  the  shop,  the  crane  in  the 
west  bay  being  of  40  tons  and  those  in  the  other  bays  20 
tons  capacity  each. 

The  wood  working  shop  and  lumber  storage  house  are 
located  adjacent  to  the  main  shop,  on  the  west  and  are 
arranged  for  direct  handling  of  material.  A  system  of 
standard  gauge  material  tracks  provides  a  convenient 
method  for  the  distribution  of  material  from  one  building 
to  another.  The  store  room,  although  located  a  greater 


98 


RAILWAY  SHOP  UP  TO  DATE 


distance  away  than  the  mill,  is  easy  of  access  and  through 
the  system  of  material  tracks  is  provided  with  a  ready 
means  of  communication  with  all  departments.  The 
scrap  platforms  and  bins  are  located  beyond  the  store 
house.  The  platforms  are  level  with  a  car  floor  for  con- 
venience in  loading  and  unloading  scrap,  while  a  material 
track  extends  the  length  of  the  platform  for  handling 
the  scrap  from  the  shop. 

According  to  the  practice  common  to  longitudinal 
shops,  cars  undergoing  repairs  advance  progressively. 
Bad  order  cars  enter  the  north  end  of  the  shop  and  as 
repairs  are  made  they  are1  moved  toward  the  south  end 
where  the  finished  cars  leave.  In  this  shop  repair  men 
are  not  organized  in  gangs  of  specialists  assigned  to  cer- 
tain classes  of  work,  but  each  gang  is  capable  of  making 
all  classes  of  repairs.  Thus  a  gang  assigned  to  a  car  en- 
tering the  shop  is  held  responsible  for  all  repairs  marked 
up  against  the  car.  All  air  brake  work,  packing  journal 
boxes  and  a  few  other  special  jobs  are  assigned  to  regular 
men.  While  up  to  date  practices  are  followed  through- 
out the  shop  there  is  nothing  absolutely  distinctive  in  the 
methods  of  repairing  wooden  cars. 

The  bay  devoted  to  the  repairs  of  steel  cars  provides 
space  under  cover  for  30  cars,  assigning  15  cars  to  each 
working  track,  and  approximately  43  feet  is  allowed  to 
each  car.  The  machine  shop  extension  practically  con- 
stitutes a  separate  bay  adjacent  to  the  east  bay,  so  that 
direct  access  is  afforded  to  all  machines,  furnaces,  etc. 
At  the  south  end  is  a  large  oil  furnace  for  heating  bent 
parts. 

When  a  large  number  of  bent  parts  has  accumulated 
they  are  heated  in  the  furnace  and  straightened  on  the 
table  or  by  presses  provided.  Near  the  furnace  is  a  coke 
fire  for  heating  the  rush  parts  which  are  necessary  to 
prevent  delay  to  the  movement  of  cars.  A  large  pneu- 
matic press  is  within  convenient  reach  of  the  furnace  and 
dies  are  provided  to  fit  all  regular  repair  parts.  For 
straightening  angles,  beams,  stakes,  etc.,  is  a  large  pneu- 
matic press.  Adjacent  to  this  press  is  a  horizontal  pneu- 
matic riveter,  for  riveting  all  parts  which  can  be  con- 
veniently handled.  Beyond  the  riveter  are  the  storage 
rooms,  containing  a  stock  of  end  sills,  extension  center 
sills,  side  stakes,  buffer  plates,  center  pockets,  structural 
iron,  etc.  At  the  north  end  of  this  bay  a  carpenter  and 
pipe  shop  are  partitioned  off  and  equipped  with  the  neces- 
sary tools.  An  overhead  trolley  line  crane  and  2  hand 
cranes  operate  the  full  length  of  the  machine  shop  and 
storage  room,  on  a  line  of  10  inch  I  beams,  suspended 
about  12  feet  above  the  floor.  This  provides  an  easy 
method  of  handling  material  undergoing  repairs  and  also 
for  the  delivery  of  heavy  parts  in  stock.  This  bay  is  well 
lighted  by  windows  and  has  a  plank  floor  similar  to  that 
in  the  remainder  of  the  shop. 

The  ordinary  service  of  a  car  in  the  ore  and  iron  trade 
in  the  Pittsburg  district  is  much  shorter  than  in  other 
localities  and  the  severe  handling  which  cars  are  subject 
to.  makes  it  necessary  to  give  heavy  repairs  to  a  large 
proportion  of  those  going  to  the  shops.  Common  causes 


for  shopping  steel  cars  are  derailments,  cornering,  etc., 
'  which  distort  or  twist  the  body.  Repairing  a  car  in  this 
condition  is  generally  a  slow  and  expensive  operation. 
To  meet  the  requirements  of  this  class  of  repairs  a  steel 
car  repair  frame  has  been  erected.  The  design  and  con- 
struction of  this  frame  are  original  and  its  operation  is 
unique.  The  frame  is  of  steel  construction,  firmly  secured 
upon  a  concrete  foundation.  It  supports  a  number  of 
screw  jacks  which  may  be  adjusted  readily  in  various 
positions.  The  frame  is  so  strongly  constructed  and  so 
carefully  devised  that  a  steel  car  having  a  twisted  body 
may  be  jacked  into  shape  without  removing  the  body 
from  the  trucks.  Actual  service  tests  have  demonstrated 
that  by  this  method  of  straightening  steel  cars  a  saving 
of  400  hours  per  car  is  effected. 

The  jack  frame  is  built  of  12-inch  channels  arranged 
in  5  pairs  forming  a  skeleton  steel  box.  Horizontal 
braces  of  12-inch  channels  riveted  to  the  tops  of  the  ver- 
tical members  bind  them  firmly  together.  Diagonal 
braces  of  3  by  2  inch  angles  and  longitudinal  braces  of 
6  by  6  inch  angles,  connect  the  five  sections  of  the  frame. 
A  system  of  braces  at  the  lower  end  of  the  vertical  mem- 
bers similar  to  that  employed  at  the  upper  ends  com- 
pletes the  structure  making  a  frame  work  having  a  width 
inside  of  13  feet,  height  of  11  feet  6  inches  and  a  total 
length  of  30  feet  9%  inches.  The  vertical  and  cross 
channel  members  are  arranged  in  pairs  3^4  inches  apart 
and  form  the  supports  for  screw  jacks  of  special  con- 
struction which  may  be  adjusted  at  any  place  and  clamped 
in  position. 

ISOLATED   REPAIR   YARDS. 

In  view  of  the  economy  and  advantage  of  keeping  the 
number  of  bad-order  cars  at  a  minimum,  a  word  in  be- 
half of  the  isolated  repair  track  seems  appropriate.  The 
facilities  afforded  for  the  repair  of  freight  equipment  at 
isolated  points  are,  in  most  cases,  totally  inadequate.  The 
fact  that  a  repair  yard  is  not  near  a  shop  makes  it  all 
the  more  necessary  that  such  a  point  should  be  well 
equipped  with  tools  and  facilities  as  well  as  a  generous 
store  of  those  parts  apt  to  be  required  on  short  notice. 

On  most  roads  the  freight  cars  held  for  repairs  each 
day  average  from  2  to  3  per  cent  of  the  total  equipment 
owned,  but  if  the  "bad  orders"  increase  to  over  3  per  cent, 
the  situation  becomes  serious  and  calls  for  special  atten- 
tion. 

Much  that  concerns  the  equipment  and  facilities  of 
isolated  repair  yards  applies  as  well  to  the  terminal  re- 
pair yards  and  those  run  in  connection  with  building  and 
repair  tracks.  The  importance  of  good  facilities  is  quite 
frequently  underrated,  and  it  is  difficult  to  estimate  the 
loss  of  car  service  resulting  from  inferior  repair  facilities. 

Among  the  items  of  most  importance  for  the  prompt 
repair  of  freight  cars  are  a  sufficient  supply  in  conven- 
ient locations,  of  all  standard  kinds  of  car  repair  mate- 
rial, such  as  bolts,  castings,  mounted  wheels,  framed 
timbers,  etc. ;  it  is  almost  equally  important  to  have  good 
facilities  for  handling  material  between  the  point  of 
storage  and  the  cars  to  which  the  same  is  to  be  applied. 


RAILWAY  SHOP  UP  TO  DATE 


99 


For  this  purpose  material  tracks  with  push  cars  running 
between  the  car  repair  tracks  are  exceedingly  useful  and 
not  very  expensive.  There  are  various  handy  devices 
for  moving  such  heavy  material  as  draw-bars,  journal 
boxes,  car  wheels,  and  also  the  heavier  tools  such  as 
jacks,  many  of  which  have  been  illustrated  in  the  tech- 
nical papers. 

It  is  a  rare  thing  to  find  a  gang  of  car  repairers  fully 
equipped  with  the  right  kind  of  tools  to  do  their  work 
to  the  best  advantage,  as  they  almost  always  lack  a  suf- 
ficient number  of  jacks,  air-boring  machines,  or  even  of 
\vrenches  or  similar  small  tools,  the  first  cost  of  which 
could  be  saved  every  day.  The  capacity  of  a  car  repair 
track  which  turns  out  more  than  eight  or  ten  cars  a  day 
will  be  very  largely  increased  by  furnishing  a  few  wood- 
working machines,  with  the  necessary  power  to  operate 
them,  the  most  essential  being  a  rip-saw,  cross-cut  saw, 
and  boring  and  mortising  machine.  There  is  an  instance 
on  record  where  such  tools  were  furnished  to  a  repair 
gang  turning  out  50  to  75  cars  a  day,  and  the  consequent 
increase  in  the  output  represented  an  addition  of  at  least 
ten  or  fifteen  men  to  the  force,  and  also  caused  a  reduc- 
tion in  the  average  time  required  per  car  for  repairs. 

A  blacksmith  fire  near  the  repair  track  for  straighten- 
ing bent  brake  connections  and  other  odd  jobs  will  save 
a  great  deal  of  loss  of  time  both  to  the  car  repairers 


and  to  the  cars,  unless  the  main  blacksmith  shop  is  very 
near  the  repair  yard. 

A  sufficient  supply  of  compressed  air  has  come  to  be 
one  of  the  most  essential  requisites  for  prompt  car  repair 
work,  as  it  is  generally  used  for  boring,  and  frequently 
for  jacking  up  cars. 

The  prompt  switching  of  repair  tracks  and  removing 
of  finished  cars  and  replacing  them  with  bad-order  cars 
is  most  important  and  should  be  done  at  such  time  as  it 
will  interfere  least  with  the  car  repair  gang. 

Freight  repair  sheds  are  generally  furnished  through- 
out the  south  for  protecting  car  men  from  the  sun,  but 
are  seldom  seen  in  the  north,  where  they  would  be  fully 
as  useful  in  protecting  men  from  rain,  snow  and  wind 
storms.  There  are  many  places  where  such  sheds  would 
enable  men  to  work  instead  of  going  home  during  bad 
weather,  and  thereby  shorten  time  cars  are  held  for  re- 
pairs. 

A  system  of  air  pipes  installed  throughout  freight  re- 
pair and  switching  yards  will  save  much  loss  of  car  serv- 
ice, besides  insuring  greater  safety  to  trains  on  the  road, 
but  very  few  yards  are  so  equipped. 

There  are  not  many  places  on  a  railroad  where  a  com- 
paratively small  expenditure  will  bring  such  large  re- 
turns as  in  providing  better  facilities  for  freight  car 
repair  yards. 


ion 


RAILWAY  SHOP  UP  TO  DATE 


Mil  Building 


I  Svfperfs\  for  Cran*  Oiraen  at  ma  of  old  tvi/di'ncf  mjf\s>ioirn 
!  I  j  j 

1                       I 
•                         ' 
\ (__) \ kfeS™.*^ 1 _L._f L 


T' 

T 


T        I  Puth  CarfomfaWe 
i        I    ,  .£.*_.•! 

' Cfr.  I  irk  o 


I Br'lJf  of Tract.       I 


_ — i :     i 

'     -! 


'      S 
'o'-  Sl8'o--r-\ j — ^ 1 i — 

^. 


PARTIAL,  PLAN  OF  FREIGHT  CAR  SHOP  AT  BURNSIDB,  ILL.,     I.    C.    R.    R. 


-T 


\  re  •  \  !o   \  20'-  \ 


Z6O 


-4HJ'- 


C, 


HO 


fff: 


^5 


SO 

$P 


02 


,.5, 


D**- 


CH 


S+t 


PLAN  OF  CAR  REPAIR  SHOP,  PLANING  MILL  AND  PAINT  SHOP  AT  FOND  DU  LAC,  WIS.,  WISCONSIN  CENTRAL  RT. 


1 

! 

/ 

1 

/ 

j 

'          m>0<7  nortrrng  ^,/tfff 

«j,tfnft>-  -  -I    ^7.  ~ 

noffovn 

,#*-A-- 

' 

|           : 

•„-—  •  •   \  

J^    7^               '       ^              !                     :                ' 

—  i  -^  1  • 

TO^si^t.--1-—  —  L 

r*" 

±  1_ 

F""^^ 

i 

—  ?7r—  -V-  -—'--:—'—  :—  .--•-."  v  — 

I                                                                                                                                     1 

*                                                                                                                                                                                                                                                                         1 

B 

t 

J 

/ 

i 

E 

1  *" 

r 

1 

' 

1  <=  f  •  P  h 

r~ 

._  .    Zl 

£_._._  1 

&Zu 

'-^ 

jceE»»:«r^i.__._  —j 

f 

i 

5 

| 

t  ...4 

p  — 

jJJJ 

i       i                                  \ 

i 

1  ^ 

fi 

•  ^ 

~l  ^/^/A  '  l-t»"AJr  

i  •. 

i 

* 

^~ 

6 

1 

?          h                        E                        r 

j         r                    r                .    r 

f™*".?  *:r                                    N 

j 

y       ' 

' 

F                 I 

i 

-"/*»;    ?tii< 

fr"" 

"'  • 

s=a  —  t  n'-  .-f  22'  4*.  —  >y       i 

N 

.5 

^ 

E 

1—  1—                        f 

i* 

B 

i 

i 

L                                           ^IflirnaeConaiap-amh.arfMofnrS 

IS 

1 

_;«      .^_.      .^^ 

N 

H^H"= 

^1 

i 

\ 

-\ 

^™"«=         ^ 

^- 
-« 

^       '''  n 

•^fSlftf 

"•- 

rif  for  Haft  iaaffs                                                                                          j 

,               / 

PLAN  OF  FREIGHT  CAR  SHOP  AT  McKEES  ROCKS,  PA.,  P.  &  L.  E.  R.  R. 


FREIGHT  CAR  SHOP 


101 


V  V  v  v 

CROSS  SECTION  OF  FREIGHT  CAK  REPAIR  SHED  AT  BARING    CROSS,  ARK.,  ST.  L.  I.  M.  &  8.  RY. 


&jd                                                                                              ,yr                   0*03*-?                            * 

w 

f.  -  ..  —  «  —  »    ,,..  i    «     «     |M[  —  •*'*  **^znn  —  •**"    *  —  *  —  mi  ^**r****'    [^    ^     ^    *    |H1 

1  —  3 

^ 

J 

^i 

,h: 

DETAILS    OF    CONSTRUCTION    OF    FREIGHT    CAR    SHOP    AT       ANGUS     C.    P.    RY. 


102 


RAILWAY  SHOP  UP  TO  JATE 


p/rcni"fern- 


i  2"Oan  Poor  Bear*}' 


L_J 

CROSS  SECTION  OF  FREIGHT  CAR  PAINT  SHOP  AT    SCRANTON,    PA.,    D.    I,.    &    W.    K.    R. 


HALF   CROSS    SECTION    OF    FREIGHT    CAR    SHOP    AT    BURNSIDE,   ILL.,  I.    C.   R.   R. 


FREIGHT  CAR  SHOP 


103 


CROSS    SECTION   OF   FREIGHT   CAR  BUILDING   SHOP  AT     SOUTH  LOUISVILLE,  KT.,  L.  &  N.  R.  R. 


HALF  LONGITUDINAL  SECTION  OF  FREIGHT  CAR  BUILDING        SECTION   OF  FREIGHT   CAR   SHOP  AT   FOND   DU  LAC,    WIS., 
SHOP  AT  SOUTH  LOUISVILLE,  KT.,  L.  &  N.  R.  R.  WISCONSIN  CENTRAL  RT. 


at'trr  if  *a 
fax-  - 

fi*pyrt±>*>*Hii*m  'lot' 
i  tmOMr    -    -       - 


,  

*  trtf#>  SfJ-*tf'tj- 

D 

*  k  M  .  —  .  >  .  .  —  .  

CROSS  SECTION  OF  FREIGHT  CAR  REPAIR  SHOP  AT  SCRANTON,  PA.,  D.,  L.  &  W.  R.  R. 


104 


RAILWAY  SHOP  UP  TO  DATE 


Transverse  Section 
CROSS    SECTION    OF   FREIGHT   CAR   REPAIR   SHOP   AT     SOUTH    LOUISVILLE,    KY.,    L.    &    N.    R.    R. 


SIDE  ELEVATION  OF  FREIGHT  CAR  REPAIR  SHOP  AT  SOUTH    LOUISVILLE,  KY.,  L.  &  N.  R.  R. 


75  on  sty  li'g/rt  ?!.  *  7*  5+' 


.  . 

:--^-- ~ ---=j  tang****!  Section    '\£~-- *£&cmyotod  iron  Bars ^f==  =->-— 


L         T. 
!"' « 

t?±--'i-±.-^-J 

PARTIAL,  LONGITUDINAL  SECTION  OF  FREIGHT  CAR  REPAIR   SHOP  AT  SOUTH  LOUISVILLE,  KY.,  L,.  &  N.  R.  R. 


FREIGHT  CAR  SHOP 


105 


Hill    HIM    HIM    Mill  Hill  Illll  Mill  Mill 

Hill  Hill   Illll   Illll  Hill  Illll  Illll  Illll 

IIHI   Hill   Illll    Illll  HIM  Illll  mi|  Illll 

Illll    HIM    Illll    Illll    Illll    Illll    Illll    Illll    III   I    Illll    Illll    Illll    Illll    Illll  Illll  Illll  Illll  Illll 

Illll   IIHI   Hill    Illll   IIHI   IIHI   Illll   Illll   III  I    IIHI   Illll   Illll   Illll   IIHI  Illll  Illll  Illll  Illll 

..  ..   ••  ..   •<  .-    ..  .<   ..  ••   ..  ti    ••  ||     •   (|    HI  |    inn   inn   inn   inn   inn  inn  mil  mil  mil 


CROSS  SECTION  OF  FREIGHT  CAR  REPAIR  SHOP  AT  MCKEES  ROCKS,  PA..  P.  &  L.  E.  R.  R. 


PARTIAL,  SIDE  AND  END  ELEVATION  OF  FREIGHT  CAR  REPAIR  SHOP  AT  McKEES  ROCKS,  PA.,  P.  &  L.  E.  R.  R. 


106 


RAILWAY  SHOP  UP  TO  DATE 


-7-t- 


-7-6- 


"^           /?~-35"  'C/ionne/              '! 

" 

9    1 

¥ 

.-,' 

_«| 

\ 

* 

\ 

., 

"f 

, 

jt-fl* 

^ 

y  forC/ioin                                                   . 

"; 

rrwi/  Ties  [rnt/eoded  /n  Concrete 

I 

i 

I 
_J 


END  ELEVATION  OF   STEEL,  CAR  REPAIR  FRAME 
FREIGHT  CAR  REPAIR  SHOP  AT  McKEES 
ROCKS,  PA.,  P.  &  L.  E.  R.  R. 


IN 


""    4/flt  $F Concrtft  ~K--—J^<- —  •" 


PLAN     AND     SIDE     ELEVATION     OF     STEEL     CAR     REPAIR 

FRAME  IN  FREIGHT  CAR  REPAIR  SHOP  AT  McKEES 

ROCKS,  PA.,  P.  &  L.  E.  R.  R. 


SIDE  AND   END  ELEVATIONS   OF  SCREW   JACK  USED  WITH 

STEEL  CAR  REPAIR  FRAME  IN  FREIGHT  CAR  SHOP 

AT  McKEES  ROCKS,  PA.,  P.  &  L.  E.  R.  R. 


Railway  Shop  Up  To  Date 


Chapter   VII 


PASSENGER  COACH  AND  PAINT  SHOPS 


IX  considering  the  passenger  car  department,  the  paint 
and  coach  shops  should  be  treated  collectively.  The 
nature  of  the  work  on  passenger  cars  and  the  effect  of  dust 
and  dirt  on  the  finished  surfaces  requires  that  construc- 
tion and  painting  should  be  done  in  different  shop  build- 
ings. The  class  of  work  required  and  the  length  of  time 
that  a  passenger  car  is  held  in  the  shop  during  repairs 
or  the  time  consumed  in  construction,  demands  that  cars 
and  workmen  must  be  thoroughly  and  carefully  housed. 

Passenger  equipment  is  usually  put  through  the  shop 
once  in  twelve  to  fifteen  months  and  as  traffic  is  heaviest 
during  three  months  of  the  year  and  requires  practically 
all  available  equipment,  it  is  considered  on  many  roads 
that  there  are  but  nine  months  left  for  passenger  car 
repair  work. 

To  keep  the  men  employed  during  the  slack  season  and 
to  provide  an  equilibrium  of  forces,  it  is  not  unusual  for 
a  certain  amount  of  building  to  be  done  at  car  repair 
shops.  The  layout  of  the  average  passenger  car  repair 
shop  is  equally  suitable  for  new  car  construction  and 
there  is  information  at  hand  of  a  passenger  car  depart- 
ment built  for  repair  work  having  been  operated  for  the 
construction  of  new  cars  during  several  years. 

LOCATION. 

Except  at  those  shops  where  all  principal  departments 
are  served  by  a  single  transfer  table,  there  is  a  decided 
tendency  to  place  the  passenger  car  department  in  an 
isolated  location  where  the  transfer  table  pit  will  offer  the 
least  impediment  to  general  yard  traffic.  At  several  shop 
plants  of  recent  construction,  maintaining  both  locomo- 
tive and  car  departments,  the  transfer  table  of  the  pas- 
senger car  department  is  the  only  one  on  the  property. 
Where  the  principal  departments  are  grouped  around  a 
single  transfer  table,  the  coach  repair  and  paint  shops 
are  usually  on  the  same  side  of  the  transfer  table  pit. 
placing  the  buildings  of  the  car  department  as  compactly 
as  possible.  Where  the  passenger  shops  are  served  by 
an  individual  table  the  prevailing  practice  is  to  locate 
the  coach  and  paint  shops  on  opposite  sides  of  the  trans- 
fer table  pit,  in  parallel  buildings,  with  the  table  operat- 
ing between  them. 

BUILDING. 

The  principal  details  of  the  coach  and  paint  shop  are 
very  similar.  Both  shops  require  ample  natural  light  to 
be  admitted  through  the  roof  as  well  as  through  windows 
in  the  walls,  and  to  be  so  diffused  as  to  light  the  space 
between  the  tracks  rather  than  immediately  over  them. 

Modern  passenger  car  shops  have  brick  walls  with 
large  window  area.  Wooden  roof  trusses  and  supports, 
as  well  as  steel,  have  been  used  in  the  construction  in 
some  of  the  most  prominent  shops.  At  Readville  and  at 

107 


Angus  the  roof  trusses  and  supporting  columns  are  of 
wood  and  at  Coliinwood  they  are  of  steel. 

Examination  of  the  dimensions  of  a  number  of  promi- 
nent shops  shows  that  a  width  of  90  feet  is  provided 
for  several  shops  having  a  standing  capacity  of  one  car 
per  track;  100  feet  for  a  number  of  others  having  the 
same  capacity  per  track  and  the  Readville  shop,  where 
three  cars  are  stood  per  track,  is  225  feet  wide. 

A  clear  height  of  20  feet  from  floor  to  lower  chord 
of  roof  truss  is  considered  suitable  in  both  the  coach  and 
paint  shops.  At  some  prominent  shops  this  height  is  19 
feet  and  sometimes  a  few  inches  higher. 

NATURAL  LIGHTING. 

A  number  of  paint  shops  have  saw  tooth  roofs  and 
this  type  is  considered  particularly  well  adapted  for  the  re- 
quirements of  the  paint  shop.  For  the  most  satisfactory 
diffusion  of  light  between  the  cars  saw  tooth  skylights 
are  arranged  transversely  with  the  tracks. 

The  provision  of  liberal  natural  lighting  at  Coliinwood 
is  worthy  of  special  attention.  The  total  amount  of  glass 
in  the  side  and  end  walls  of  the  buildings  equals  45  per 
cent  of  the  total  wall  area.  The  tot  vl  glass  area  in  both 
roofs  and  walls  equals  75  per  cent  oi  \he  total  floor  area. 
In  the  roof  of  the  paint  shop  is  a  skyhght  42  feet  4  inches 
wide  by  245  feet  long  in  the  monitor  and  to  this  is  added 
34  separate  skylights  21  feet  by  11  feet.  This  gives  an 
area  of  glass  equal  to  38  per  cent  of  the  projected  area 
of  the  roof.  The  coach  shop  has  a  skylight  22  feet  4 
inches  wide  by  335  feet  long,  extending  the  full  length 
of  the  building  and  also  32  separate  skylights,  making  33 
per  cent  of  the  projected  area  of  the  roof. 

In  both  the  paint  and  coach  shops  at  Angus  there  is 
a  transverse  skylight  in  the  roof  above  each  space  be- 
tween working  tracks.  There  are  27  skylights  in  each 
shop  and  each  skylight  is  49  feet  long  by  12  feet  wide. 

ARRANGEMENT  OF  WORKING  TRACKS. 

The  most  satisfactory  arrangement  of  working  tracks 
for  the  repair  and  construction  of  passenger  equipment 
seems  to  have  been  decided  beyond  question  and  is  well 
exemplified  by  the  large  number  of  shops  now  in  opera- 
tion, both  old  and  new.  This  provides  for  standing  cars 
on  transverse  tracks,  or  working  spaces,  and  as  access 
by  a  system  of  ladder  tracks  would  be  uneconomical  of 
ground  space  and  as  passenger  equipment  cannot  be 
handled  to  advantage  with  traveling  cranes,  the  transfer 
table  is  the  most  suitable  means  of  access  to  the  passenger 
car  shop. 

It  does  not  seem  possible  to  formulate  a  definite  rule 
by  which  to  determine  the  size  of  shop  or  number  of 
working  tracks  in  accordance  with  the  number  of  cars 
owned  by  the  road.  In  general  it  may  be  said  that  the 


108 


RAILWAY  SHOP  UP  TO  DATE 


average  working  space  required  by  each  car  standing 
in  the  shop  is  about  270  square  feet.  A  consideration  of 
the  most  likely  examples  of  passenger  car  shops  would 
lead  to  the  conclusion  that  a  suitable  spacing  for  work- 
ing tracks  provides  a  distance  of  20  feet  between  centers 
in  the  coach  shop.  At  most  places  the  same  distance 
between  tracks  prevails  in  the  paint  as  in  the  coach  shop. 
However,  at  Collinwood  on  the  Lake  Shore  &  Michigan 
Southern  Railway  and  at  Burnside  on  the  Illinois  Central 
Railroad,  the  tracks  in  the  paint  shop  are  spaced  18  feet 
between  centers  while  those  in  the  coach  shop  are  spaced 
on  20-foot  centers.  It  is  thought  by  some  that  a  spacing 
of  18  feet  in  the  paint  shop  is  sufficient  in  all  cases.  At 
the  Angus  shops  of  the  Canadian  Pacific  Railway  and  at 
the  Readville  shops  of  the  New  York,  New  Haven  & 
Hartford  Railway,  the  tracks  in  the  coach  shop  are 
spaced  34  feet  between  centers.  At  the  former  this  is 
probably  due  to  the  fact  that  the  shop  was  planned  largely 
for  the  construction  of  new  cars  and  it  was  thought  ad- 
visable to  provide  greater  working  space  between  tracks. 
At  Readville  the  shop  is  unusually  wide  and  the  roof 
trusses  are  supported  by  columns  located  between  the 
working  tracks  and  the  additional  space  is  provided  on 
this  account.  The  length  of  the  shop,  then,  is  determined 
by  the  number  of  working  tracks  it  is  desired  to  pro- 
vide. 

A  shop  of  such  width  as  to  house  but  a  single  car  on 
each  working  track  has  the  advantage  of  providing  free- 
dom of  movement  of  each  car  in  the  shop  as  it  is  com- 
pleted. On  this  basis  many  shops  have  been  constructed 
to  stand  but  one  car  per  track.  This  practice  does  not 
prevail  in  all  cases,  however.  The  Burnside  shop  of  the 
Illinois  Central  Railroad  stands  two  cars  on  each  work- 
ing track  and  at  Readville,  on  the  New  York,  New 
Haven  &  Hartford,  three  cars  are  placed  on  each  track. 
Such  an  arrangement  requires  greater  care  in  the  opera- 
tion of  the  shop  to  prevent  a  finished  car  from  being 
obstructed  by  others  not  so  far  advanced  in  the  stages 
of  repair. 

TRANSFER  TABLE  SERVICE. 

Arguments  have  been  presented  in  favor  of  serving 
a  passenger  car  shop  with  more  than  one  transfer  table, 
where  each  track  has  a  standing  capacity  of  two  or  more 
cars.  Such  an  arrangement  would  remove  the  objection 
to  the  longer  working  tracks ;  but  would  have  the  dis- 
advantage of  taking  up  valuable  space  with  the  addi- 
tional transfer  table,  besides  the  additional  first  cost  of 
the  table  and  the  expense  of  maintenance. 

At  Topeka,  on  the  Atchison,  Topeka  &  Santa  Fe  Rail- 
way, the  present  coach  and  paint  shops  are  served  by  two 
transfer  tables  and  a  new  paint  shop  now  under  consid- 
eration is  to  be  served  by  a  third  transfer  table.  Each 
working  track  stands  but  a  single  car  and  the  present 
second  transfer  table  is  probably  provided  for  delivery 
between  the  planing  mill,  storage  yard  and  truck  shop 
and  the  coach  shop. 

The  length  of  the  transfer  table  pit  naturally  depends 
upon  the  length  of  the  shop,  and  the  width  of  the  pit  is 


governed  by  the  length  of  table  necessary  to  accommo- 
date the  longest  cars  of  the  road.  While  the  passenger 
car  department  of  three  prominent  shops  are  served  by 
tables  operating  in  pits  80  feet  in  width,  75  feet  seems 
ample  for  present  day  requirements  and  this  width  pre- 
vails at  many  recently  constructed  shops. 

The  distance  from  the  transfer  table  pit  to  each  shop 
varies  materially  and  prevailing  practice  has  not  estab- 
lished a  precedent  in  this  particular.  At  some  shops  the 
distance  on  both  sides  of  the  pit  are  equal  and  at  others 
there  is  a  greater  space  on  one  side.  At  those  shops  at 
which  the  spaces  between  the  transfer  table  pit  and  the 
buildings  are  unequal,  the  greater  space  is  more  often 
on  the  coach  shop  side.  This  condition  does  not  prevail 
in  all  cases  and  no  general  practice  seems  to  have  been 
followed  in  this  particular. 

Unless  sufficient  space  is  provided  to  stand  a  car 
between  the  pit  and  one  of  the  buildings,  it  would  seem 
a  waste  of  valuable  ground  to  allow  a  greater  space  than 
that  required  for  opening  doors.  It  is  now  usual  to  pro- 
vide for  truck  erecting  and  repair  in  a  separate  truck 
shop  or  on  special  tracks  set  aside  for  this  work,  so  that 
the  additional  space  between  the  pit  and  buildings  is  not 
required  by  truck  repair  work.  If  a  space  of  this  kind 
is  provided  and  is  not  used  it  is  apt  to  accumulate  more 
or  less  scrap  and  junk  or  develop  into  a  storage  yard. 

A  space  of  one  hundred  feet  on  the  paint  shop  side 
will  allow  for  standing  cars  while  being  scrubbed  and 
stripped  and  for  storage  while  waiting  to  get  into  the 
shop.  Where  the  coach  shop  stands  three  cars  per  work- 
ing track,  as  at  Readville,  it  permits  clearing  these  tracks 
promptly  without  waiting  for  cars  to  be  removed  from 
the  paint  shop  tracks. 

At  Angus,  on  the  Canadian  Pacific  there  is  a  space  of 
100  feet  between  the  coach  shop  and  the  pit  and  this  space 
is  used  for  finishing  cars  as  they  are  removed  from  the 
interior  of  the  shop.  Since  being  built  this  shop  has  been 
used  principally  for  the  construction  of  new  cars,  and 
the  provision  of  this  outdoor  working  space  permits 
clearing  the  erecting  tracks  earlier  and  provides  for  a 
greater  output  by  allowing  work  to  be  begun  on  a  new 
car  before  the  one  formerly  occupying  the  track  has  been 
entirely  completed. 

At  the  Sputhern  Railway  shops  at  Knoxville,  Tenn., 
there  is  a  space  of  100  feet  on  each  side  of  the  transfer 
table  pit,  between  the  pit  and  the  shop  building.  At  the 
Long  Island  Railroad  shops  at  Morris  Park,  there  is  a 
space  15  feet  on  each  side  of  the  pit. 

OPERATION  OF  TRANSFER  TABLE. 

Electric  power  has  been  so  generally  adopted  in  rail- 
way shops  that  it  is  safe  to  say  this  is  the  only  power 
considered  for  operating  the  transfer  table,  except,  per- 
haps, at  old  shops  where  peculiar  conditions  will  not 
permit.  A  single  direct  current  motor  of  50  horse  power 
is  capable  of  handling  the  heaviest  car  at  a  good  speed. 
The  speed  of  tables  varies  from  a  minimum  speed  of  100 
feet  per  minute  up  to  about  300  feet  per  minute  when 
running  light.  The  transfer  table  is  usually  equipped 


PASSENGER  COACH  AND  PAINT  SHOPS 


1.0!) 


with  a  winding  drum  by  which  cars  are  warped  in  and 
out  of  the  shop. 

Power  is  delivered  to  the  table  motors  by  various 
means.  In  some  instances  it  is  delivered  by  trolley  wires 
carried  on  poles  along  one  side  of  the  pit;  in  others  by 
wires  suspended  above  the  center  of  the  pit,  and  some- 
times the  wires  are  secured  to  the  stringers  carrying  the 
track  rails. 

FLOOR. 

Floors  of  coach  shops  are  of  wood  and  of  concrete. 
Floors  of  paint  shops  are  usually  of  concrete  and  so 
sloped  as  to  lead  toward  a  gutter  to  drain  the  water  drip- 
ping from  cars  while  cleaning.  The  most  suitable  ar- 
rangement is  a  gutter  running  the  full  length  of  each 
space  between  tracks  and  covered  with  an  iron  grating. 
At  Kingsland,  on  the  D.,  L.  &  W.,  the  coach  shop  has 
a  level  floor  of  concrete.  The  paint  shop  has  a  vitrified 
brick  floor  laid  on  concrete,  the  brick  work  being  arched 
for  drainage.  The  wooden  floor  absorbs  moisture  and 
has  a  tendency  to  keep  the  interior  of  the  shop  damp. 
It  is  said  that  on  this  account  varnish  will  dry  nearly  a 
day  quicker  where  the  car  is  standing  over  a  concrete 
floor  than  when  the  floor  is  of  wood. 

TRUCK    REPAIRS. 

\Yhile  some  shop  plants  provide  a  small  shop  building 
for  the  repair  and  erection  of  trucks,  others  provide  two 
or  more  tracks  at  one  end  of  the  coach  shop  for  this  pur- 
pose. In  the  more  prominent  shops  these  tracks  are 
served  by  hoists  to  facilitate  the  work  and,  while  not 
always  used,  air  hoists  are  considered  very  suitable.  In 
the  coach  shop  of  the  D.,  L.  &  W.  at  Kingsland,  two 
tracks  in  one  end  of  the  building  are  reserved  for  truck 
work  and  are  served  by  a  15-ton  crane. 

FIRE    PROTECTION. 

At  several  coach  and  paint  shops  the  buildings  are 
divided  into  sections  by  fire  walls  to  prevent  the  rapid 
spread  of  flames  in  case  of  a  conflagration.  Such  walls 
include  doors  wide  enough  to  provide  for  trucking  and 
other  traffic  and  the  opening  is  usually  about  6  feet. 
These  doors  are  usually  kept  open  at  all  times,  but  have 
an  automatic  feature  in  their  hanging  that  insures  certain 
action  in  case  of  fire.  They  are  hung  on  an  inclined  track 
and  held  open  by  means  of  counterweights  which  are 
released  and  allow  the  doors  to  close  by  gravity  upon  a 
rise  of  temperature  sufficient  to  melt  a  fuse  which  con- 
trols the  weights. 

SCAFFOLDS. 

There  are  many  different  types  of  scaffolds  in  use,  as 
a  number  of  prominent  shops  have  worked  out  designs 
adapted  to  existing  conditions.  Adjustable  scaffolds  are 
now  generally  used  and  are  far  superior  to  the  station- 
ary scaffold  or  the  old-time  method  of  using  trestles  and 
plank. 

PAINT    MANUFACTURE. 

The  manufacture  of  paint  is  carried  on  more  exten- 
sively by  the  Chicago  &  Northwestern  Railway  than  by 
any  other  railway  of  which  information  is  at  hand.  De- 


posits of  ore  occur  near  the  line  of  the  Chicago  &  North- 
western, so  that  the  ore  is  obtained  at  a  very  reasonable 
cost.  Ore  is  mined  by  the  company,  delivered  to  the  paint 
manufacturing  department  of  the  company's  shop  at  Chi- 
cago and  the  entire  process  of  paint  manufacture,  from 
mining  the  ore  to  painting  cars  and  locomotives,  is  con- 
ducted by  the  company. 

Many  other  railway  companies  have  paint  mixing  and 
grinding  machines  as  part  of  the  paint  shop  equipment ; 
but  it  is  not  usual  for  paint  manufacture  to  be  carried  on 
to  any  great  extent  by  the  railways. 

PAINT   SHOP   AT   MCKEES   ROCKS — P.   &   L.   E.   R.   R. 

The  paint  shop  of  the  Pittsburg  &  Lake  Erie  Railroad 
is  constructed  according  to  a  design  peculiar  to  itself 
and  is  different  from  the  more  common  design  of  shop 
for  the  same  class  of  work.  Due  to  the  shape  of 
the  ground  on  which  the  McKees  Rocks  shops  are  built, 
the  paint  shop  is  situated  in  an  isolated  location.  It  in- 
cludes a  number  of  interesting  features  with  regard  to 
both  design  and  facilities  provided. 

The  building  is  204  feet  long  by  85  feet  wide,  inside, 
with  a  clear  height  of  19  feet  3  inches  from  floor  to  roof 
truss.  The  roof  is  supported  between  walls  by  three  rows 
of  steel  columns,  of  five  columns  each,  dividing  the  shop 
into  six  sections.  The  section  at  the  south  end,  34  feet 
wide,  is  partitioned  off  to  provide  accommodations  for 
the  washing  and  varnishing  departments,  office,  etc.  The 
partitions  are  built  of  concrete  3  inches  thick,  on  ex- 
panded metal,  all  of  which  are  covered  up  to  the  roof. 
Natural  day  lighting  is  provided  by  saw  tooth  skylights 
traversing  the  entire  width  of  the  floor  and  having 
northern  exposure. 

Convenience  for  the  workmen  is  provided  for  by  a 
suitable  arrangement  of  lavatories  and  closets  in  one  cor- 
ner of  the  workroom.  The  closets  are  located  on  an 
elevated  platform  or  balcony  9  feet  above  the  floor  and 
the  wash  basins  are  situated  beneath. 

There  are  four  longitudinal  tracks  in  the  shop  spaced 
on  20  foot  centers  and  each  track  has  a  standing  capacity 
of  2  cars.  The  tracks  are  provided  with  working  pits 
of  concrete  construction  and  the  floor  of  the  shop  is  of 
concrete.  • 

COACH    AND   PAINT   SHOP  AT   PORTSMOUTH,   S.   A.    L. 

As  representative  of  a  shop  which  may  be  constructed 
rapidly  and  at  small  cost  as  well  as  one  suitable  for  a 
mild  climate  the  coach  and  paint  shop  of  the  Seaboard 
Air  Line  at  Portsmouth,  Va.,  is  worthy  of  attention.  This 
shop  was  built  to  replace  the  passenger  car  repair  facili- 
ties which  had  been  destroyed  by  fire  and  the  work  of 
construction  was  begun  so  soon  after  the  debris  from  the 
fire  had  been  cleared  away  that  there  was  not  time  to 
prepare  elaborate  plans  and  the  building  was  erected 
from  rough  pencil  drawings. 

The  building  is  330  feet  long  by  80  feet  wide,  con- 
taining 16  repair  tracks,  placed  on  20  foot  centers  and 
served  by  a  transfer  table  operating  in  a  pit  330  feet 
long  by  ?0  feet  wide.  The  building  is  of  brick  construc- 
tion to  the  height  of  the  bottom  of  the  windows  above 


110 


RAILWAY  SHOP  UP  TO  DATE 


which  a  wooden  frame  is  covered  by  corrugated  galvan- 
ized iron.  Between  the  doors  are  high  windows  extend- 
ing from  the  brick  wall  almost  to  the  roof,  providing 
ample  light  and  their  location  is  such  as  to  distribute  the 
light  between  the  working  tracks. 

In  the  roof  is  a  monitor  extending  the  entire  length 
of  the  building  with  side  window  lights.  The  flooring  is 
of  cement  between  the  tracks,  the  cement  extending  to  a 
jacking  beam  on  each  side  of  the  track  and  flush  with 
the  flooring;  the  space  between  the  .rails  is  left  open  above 
the  cross  ties,  except  at  the  end  of  the  tracks  near  the 
doors,  which  is  boarded  over  for  trucking  material  up 
and  down  the  shop.  Gutters  are  provided  on  each  side 
of  each  track  in  such  a  position  as  to  be  immediately 
under  the  eaves  of  the  car,  and  these  gutters  are  so 
sloped  as  to  drain  towards  the  transfer  table  pit.  The 
roof  is  covered  with  five-ply  ta-r  paper,  over  which  is 
spread  a  coating  of  tar  and  pebbles.  The  doors  through 
which  cars  are  taken  into  the  building  are  of  the  rolling 
steel  type  and  at  the  back  of  the  building  there  are 
double  swing  iron  sheathed  doors,  8  feet  high  through 
which  trucks  are  rolled  to  the  tracks  extending  about  25 
feet  beyond  the  building  on  which  truck  repair  work  is 
done. 

In  the  east  end  of  the  building  a  section  within  the 
monitor  is  floored  over,  and  constitutes  a  room  in  which 
upholstery  work  is  done.  This  is  connected  by  a  stair- 
way with  the  first  floor  and  a  small  elevator  for  deliver- 
ing material. 

The  building  is  heated  by  a  direct  steam  system,  pipe 
radiatiors  being  arranged  longitudinally  between  the  posts 
and  beneath  work  benches,  which  are  supported  by  the 
posts,  the  arrangement  being  such  that  a  radiator  is 
located  between  each  track. 

Lockers  for  the  use  of  the  workmen  are  arranged  along 
the  end  and  one  side  of  the  building,  and  these  include  a 
set  which  are  numbered  to  correspond  to  the  several 
working  tracks,  each  large  enough  to  hold  the  brass 
trimmings,  lamps,  etc.,  from  one  car. 

No  separate  department  has  been  provided  for  paint 
work  and  all  varnishing,  etc.,  is  done  within  the  coach 
repair  and  paint  shop.  The  only  provision  made  against 
dust,  while  cars  are  being  painted,  is  the  systematic  loca- 
tion of  the  cars  as  they  are  brought  into  the  shop ;  by 
this  method  two  or  three  cars  are  standing  between  those 
on  which  repair  work  is  being  done  and  those  which  are 
being  varnished. 

In  order  to  gain  space,  four  tracks  on  the  side  of  the 
transfer  table  opposite  to  the  shop  building  are  used  for 
stripping  and  trimming  coaches  so  that  by  the  time  they 
are  brought  into  the  shop  they  have  been  thoroughly 
.stripped  and  cleaned,  thereby  keeping  the  objectionable 
and  dirty  work  outside  of  the  shop. 

The  coach  repair  and  paint  shop  is  connected  with  the 
mill  building  by  a  board  walk  to  facilitate  the  delivery 
of  material. 


HEATING   SYSTEM    IN    PAINT   SHOP   AT   MIDDLETOWN,    N.   Y., 
N.    Y.    O.    &  W.    RY. 

The  arrangement  of  the  delivery  pipes  of  the  heating 
system  in  the  paint  shop  of  the  New  York,  Ontario  & 
Western,  at  Middletown,  N.  Y*.,  represents  an  innova- 
tion in  paint  shop  heating.  In  more  common  arrange- 
ments of  the  blower  system  the  air  is  distributed  through 
overhead  pipes  extending  across  the  roof  and  provided 
with  long  discharge  pipes  extending  downward  nearly 
to  the  floor.  At  Middletown  the  distributing  pipes  are 
carried  beneath  the  floor. 

The  paint  shop  is  a  building  with  brick  walls  in 
which  the  roof  structure  is  of  wood  and  supported  by 
two  rows  of  wooden  columns.  The  building  as  at  pres- 
ent erected  is  384  feet  long,  but  designed  for  an  addition 
of  80  feet.  Its  total  width  is  66  feet.  There  are  three 
longitudinal  working  tracks  arranged  on  22  foot  centers. 

The  heating  equipment  consists  of  an  8-foot  fan  wheel 
enclosed  in  steel  plate  casing  connected  with  a  casing  of 
the  same  material  containing  the  heater.  In  this  heater 
are  compactly  arranged  10  sections  containing  6,800  feet 
of  1-inch  pipe,  across  which  the  air  is  drawn  into  the  fan 
and  thence  discharged  to  the  distributing  system.  The 
rapidity  of  air  flow  produced  by  the  fan  increases  the 
efficiency  of  the  heating  surface  from  300  to  500  per  cent 
above  that  of  the  same  area  exposed  in  still  air.  A  direct- 
connected  8  by  12-inch  steam  engine  drives  the  fan  up  to 
a  maximum  speed  of  over  200  revolutions  per  minute, 
which  is  sufficient  to  insure  a  velocity  of  about  3,500  feet 
per  minute  through  the  discharge  pipe.  The  heater  is 
designed  for  the  use  of  high  pressure  steam,  and  ar- 
ranged so  that  the  exhaust  from  the  fan  engine  may  be 
completely  utilized. 

The  complete  apparatus  is  placed  in  a  small  lean-to 
mid-length  of  the  main  building.  Its  central  position 
reduces  to  a  minimum  the  cost  of  the  distributing  system. 
Beneath  the  floor  and  alongside  each  of  the  walls  and 
the  column  piers  run  four  tile  distributing  pipes  branch- 
ing from  the  main  brick  cross  duct  from  fan.  Branches 
from  these  pipes  lead  to  floor  level,  the  upper  portion  of 
each  being  constructed  of  heavy  galvanized  iron,  and  so 
designed  as  to  throw  the  escaping  air  at  an  angle  to  the 
floor.  As  a  consequence,  there  is  maintained  at  floor 
level  a  constantly  changing  volume  of  warm  air  which 
naturally  ascends  across  the  painted  surfaces  of  the  cars, 
thereby  increasing  the  rate,  of  drying.  The  constant 
replacement  of  the  rising  air  by  the  incoming  heated  vol- 
umes insures  a  fresh  warm  atmosphere,  which  is  par- 
ticularly conducive  to  rapid  drying. 

The  outlets,  which  range  from  G  inches  to  8  inches  in 
diameter,  are  spaced  16  feet  apart  so  that  practically  per- 
fect distribution  and  mixing  is  procured.  Those  in  the 
middle  of  the  building  are  protected  from  injury  by  the 
adjacent  columns.  The  building  is  warm  where  warmth 
is  desired — at  the  floor.  The  small  rooms  at  the  end  of 
the  building  are  heated  by  the  same  system  through  ris- 
ers extending  up  from  the  underground  ducts. 


PASSENGER  COACH  AND  PAINT  SHOPS 


111 


CROSS  SECTION  OF  PAINT  SHOP  AT  SEDALIA,  MO..  M.  P.  RY. 


CROSS  SECTION  OF  COACH  SHOP  AT  SEDALIA,  MO.,  M.  P.  RT. 


TYPICAL   SECTIONS  OF  PASSENGER  CAR  SHOPS  AT   KINGS  LAND.  N.  J.,  D  ,  L.  &  \V.  R.  R. 


112 


RAILWAY  SHOP  UP  TO  DATE 


_&_ 


fifflfflS 


lAAAJlAA/OlPJ       UXOAAAAAAJU 


SIDE  ELEVATION  OF  PASSENGER  COACH  AND  PAINT  SHOP         AT   SOUTH  LOUISVILLE.   KT.,   L.   &  N.   R.  R. 


fbrf  lonoituoinol. 

PARTIAL   LONGITUDINAL    SECTION   OF   PASSENGER    COACH 

AND  PAIN1    SHOP  AT   SOUTH  LOUISVILLE,   KY., 

L.   &  N.  R.  R. 


PARTIAL  END  ELEVATION   OF  PASSENGER  COACH  AND 

PAINT   SHOP  AT  SOUTH  LOUISVILLE,   KT., 

L.  &  N.  R.  R. 


PARTIAL    CROSS    SECTION    OF   PASSENGER    COACH    AND 

PAINT  SHOP  AT   SOUTH   LOUISVILLE,   KT., 

L.    &   N.    R.    R. 


PLAN,   ELEVATIONS  AND  SECTIONS  OF  PASSENGER  COACH    AND  PAINT  SHOP  AT  EAST  DECATUR,  ILL.,     WABASH  R.  R. 


PASSENGER  COACH  AND  PAINT  SHOPS 


113 


-20' >|<—  20' >)<—  2  0' 4f 20'- 


80' 


£ 


/60- 


CROSS  SECTION  OF  PAINT  £.HOP  AT  BURNSIDE,  ILL.,     T.  c.  R    R. 


I 


-fe 


m  m 


m   CD   n 


g!niniHDiai[igDD.DHaDDiiD 


ODDDDQODDDDDDDlD 


\^\\\WW>mAwW/WW{™\\vnH//Htn/l\\\\ttw\\\\f> 
SIDE  ELEVATION  OF  PAINT  SHOP  AT  BURNSIDE,  ILL.,  I.  C.  H.  R. 


,- 

* 

\ 

*>   ' 

jjj 

( 

y 

f*~ 

"^*~ 

"^ 

j 

1 

^ 

^ 

^ 

- 

T 

Cleaning 

i 

1 
i 

1 

^x 

•s, 

tot/tt 

^ 

| 

i 

, 

CQ 

CfJ 

B 

Ljj 

Ljj 

L 

[ 

: 

'D 

> 

| 

i 

r 

^ 

r    -^ 

Varnish 

ffL&Q'-S 
ijrvndoqrts^  _ 

L      »      -      . 

cemerjr 

.. 

5 

1 
i 

1 

L 

k- 


-562-2"- 


/00- 


PLAN  OF  PAINT  SHOP  AT  BURNSIDE,  ILL.,  I.  C.  R.   R. 


114 


RAILWAY  SHOP  UP  TO  DATE 


i 


UPHOLSTE/tMG    ROOM 

^^\ 

• 

k> 

GAttfftY  /z'o**8ore  noo# 

4. 

I        ^"f        I        ^^      I        • 
e- , 8O'0- 4«-//-'-  >i<J — tOf£—  >kJ — 2OO— 

PARTIAL  PLAN  OF  PASSENGER  CAR  REPAIR  SHOP  AT   COLLINWOOD,  OHIO,   L.   S.  &  M.   S.   RY. 


•  -9Z- 


V 

M-I--I 


•20 


I    n 


x 


I  I 

I  1 


D 


P 


rOi 


mr~ 


~~^-Up  ) 

Room  for 
$t/rer/f?c[ 
Mirrors 


?-  Drawers  under 


\         Corereet   Gutter^ 

/ 

<^ 

Washin 

gr  Tariff 

S 

\ 

<.~9'o'—> 

/  Jftjf    Corerecf  Gutter*/ 

!  Sit/f 


ROOM 


Bench 


OLE  AN/ NO,  ROOM 


Bench 


70'O* >i< AouffLjya//^ 

— . /eo'o- 


PARTIAL    PLAN    OF    PASSENGER  CAR    PAINT    SHOP    AT    COLLINWOOD,    OHIO,    L.    S.    &   M.    S.    RY. 


PASSENGER  COACH  AND  PAINT  SHOPS 


115 


SECTION    A-B. 


SUPPLY  over 


^  ^/al  *,j&  */* 

__»j       ?f*J    fy&~)      "2?*^     (fx       2v       «i 
^^       i\5       '*•[        **         ^J  //^ 


"•  RETURN    Ol/CT 


COACH    BOOM 


p 


a  Drops 


^j.^ — t 

/O»JZ?l-'  1 


^J3T 


~3T — ' a=l~ 


ARRANGEMENT   OF   HEATING    SYSTEM    IN    PAINT    SHOP   AT    McKEES   ROCKS,    PA.,   P.   &   L.   E.    R.    R. 


Longitudinal  Section. 


r   '      'I 


in  f$f  from  etrch  fr>c* 


I       pn         '&     -^e- 


WASH     ROOM 
Cfrrenf  Ffoor 


rft^naraffeff^f^/ 


J^/s  Rartrticc  cJojf  up 


1 


VARNISH     ROOM 


I 


1. LI 


I   .,i.L  .Li     I    H   ^  I 


-.LLlJ 


-noo- 


PLAN,   PARTIAL  SECTION   AND  ELEVATION  OF  PASSENGER    CAR  PAINT   SHOP  AT  McKEES  ROCKS.  PA.,   P.   &  L.   E.  R.   R 


116 


RAILWAY  SHOP  UP  TO  DATE 


CROSS    SECTION   OF   PAINT   SHOP,    SHOWING   LOCATION    OF    FAN,     DISCHARGE     PIPE,    DISTRIBUTING     PIPES     AND 

OUTLETS  AT  MIDDLBTOWN,  N.  T.,    N.    Y.    O.    &   W.    RT. 


•  —  £2'  » 

\ 

6 

|! 

6'10-OfVW 
fioesn""' 

T,',:,  ' 

Yf"% 

#             •  VUeKfOBSK 

i 

-*       &ft~~'~~~m      Tfc1^          -«-—            jg.              *  /J?- 

I 

! 

MkCyHV^ 
UpA&foftr/fjg  fit 

ffas/itag  ftoo/n 

/b//7/ 

. 

/to/> 

, 

t 

^^_, 

«_r 

PLAN  OF  PAINT  SHOP,  SHOWING  LOCATION  OF  DISTRIBUTING    PIPES    AND    OUTLETS    AT    MIDDLETOWN,    N.    Y., 

N.    Y.    O.    &  W.   RT. 


^ETJ                                 J* 

i                      Q   Lavatory 

A3/T./f]                       . 

,*»-., 

:  ? 

,'         -*• 
t   ,#>./( 

•  M 

rf-.     rt       .-»•        ^ 

«r:      :      ;  ; 

•i  i-  i 

1 

4-      .-*        "•i 

;  ;              -i 

!  i 
•  .     *       *-      *-' 

••*        f' 
1  •     -  ij 
'•i-        !-, 

•  If  "fire  tfOH 

1           J 

- 

rt| 

f*":      ' 

. 

*•'      <•: 

i 

i 

-i-       - 

1      1 

1  1  •> 

iii 
i  ;  i 

h    r^i 

»  ii 

1  (  1 
r        '-i' 

!-i-"j      !-, 

-i        ' 
I         '    ^ 

-J    , 

«*v 

ftotfrf  Store 

• 

•< 

*      L 

r^c>  -  '                                                                                 Transfer  Table  PJ?~                                                                                                ^  ••»*. 

/'                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                      N 

r5 

K 

W  :  a  ;f 

j 

L,           i 

* 

*          "^     ' 

f 

•     -i-> 

i;    :*:    :i     iri 
:-i-  i1-^  U-    !i-; 

.  ,  .»._  ,r  ,^ 

•          *       *       • 

'          .:      I       I 

*••     r 

i:  i 

i  '      i 
oden  r/o 

ij 

.      '•  + 
ir 

J 

-"*"! 

4  ; 

f- 
t 

ft-;         1 

:  ^      ' 
'•*     4 

rrooaerr 

"     i^1 

rti    .' 

,      »- 

t  , 

'     +•' 

I 

9  Floor 

*1       '• 
f  '      \ 

AJ       L< 

ff\Faf> 

H         iovotoru 

8     Java  toy 

fiwfl 

I, *«' 1 

TYPICAL  ARRANGEMENT   OF  PASSENGER  COACH  AND    PAINT    SHOPS    SERVED    BY    SINGLE    TRANSFER    TABLE!— PLAN 

OF  PASSENGER  CAR  SHOPS     AT  ANGUS,    C.   P.    RY. 


Railway  Shop    Up  To  Date 

Chapter   VIII 


PLANING  MILL 


LOCATION. 

THE  planing  mill  is  naturally  located  to  provide 
facility  in  receiving  stock  in  large  bulk  and  for 
delivering  it  conveniently  to  the  points  of  greatest 
consumption.  As  the  lumber  yard  covers  a  large  area 
it  is  placed  at  one  end  or  side  of  the  property,  and  as 
this  supplies  the  pl-ming  mill,  the  mill  building  is  usually 
at  one  side  of  the  territory  covered  by  the  shop  build- 
ings. It  is  so  situated  as  to  give  ready  access  to  the 
rough  lumber  and  pass  stock  through  the  various  opera- 
tions until 'the  finished  material  is  ready  for  delivering 
after  passing  in  natural  sequence  over  the  shortest  and 
most  direct  route. 

The  freight  car  shop  consumes  the  greater  portion  of 
the  output  of  the  planing  mill,  so  that  the  logical  position 
for  this  building  is  between  the  lumber  yard,  dry  lumber 
shed,  dry  kiln  and  the  freight  car  shop.  This  provides 
a  convenient  arangement  for  ease  in  handling  both  rough 
and  finished  work.  Where  both  freight  car  construction 
and  repair  work  are  carried  on  at  the  plant,  the  mill  is 
the  point  of  centralization  of  a  large  area  and  the  rough 
material  is  directed  toward  this  shop  and  delivered  from 
it  to  each  point  of  consumption  for  the  different  classes 
of  work. 

As  the  volume  of  material  delivered  to  the  passenger 
car  department,  either  for  construction  or  repair,  is  com- 
paratively a  very  small  per  cent  of  that  delivered  to  the 
freight  car  department,  the  location  of  the  mill  with 
regard  to  the  passenger  car  department  is  of  secondary 
importance.  At  the  same  time,  however,  the  shorter  the 
distance  to  this  department  and  the  more  direct  the  route, 
the  more  economical  will  be  the  delivery  of  material  and 
the  greater  the  output  of  the  department. 

The  planing  mill  also  handles  a  certain  amount  of 
material  for  the  locomotive  department,  for  the  engineer- 
ing department,  as  well  as  for  general  repair  work  con- 
stantly arising  from  time  to  time.  As  there  is,  then,  more 
or  less  general  delivery  to  be  provided  for  the  mill  build- 
ing should  be  situated  adjacent  to  the  principal  avenue 
of  distribution  and  where  this  is  a  crane  served  runway, 
or  midway  as  it  is  called,  the  mill  is  commonly  placed 
contiguous  to  the  midway. 

BUILDING. 

As  in  the  case  of  most  of  the  other  principal  buildings 
of  the  railroad  shop  plant  a  long  narrow  building  lends 
itself  most  readily  to  the  requirements  of  the  planing 
mill.  In  view  of  the  varying  conditions  governing  the 
demands  upon  the  planing  mill — whether  providing  for 
construction  or  repair,  the  consumption  of  lumber  by 
departments  other  than  the  car  departments — there  is 
not  sufficient  similarity  in  the  size  of  the  mill  buildings 
of  the  many  shops  throughout  the  country  to  justify  an 


attempt  to  formulate  a  rule  determining  the  size  of  the 
floor  area  in  proportion  to  any  given  unit,  such  as  work- 
ing space  per  locomotive,  freight  car  or  passenger  car, 
number  of  freight  cars  per  day,  or  passenger  cars  turned 
out  per  month. 

At  the  Angus  shops  of  the  Canadian  Pacific,  including 
locomotive,  freight  car  construction  and  passenger  car 
departments,  the  dimensions  of  the  mill  are  500  feet  by 
125  feet,  providing  an  area  of  62,500  square  feet.  At 
Collinwood,  on  the  L.  S.  &  M.  S.  where  locomotive, 
freight  car  repair,  freight  car  construction  and  passenger 
car  repair  are  carried  on,  the  mill  is  300  feet  by  70  feet, 
giving  an  area  of  21,000  square  feet.  At  Readville, 
where  the  plant  is  devoted  entirely  to  freight  and  pas- 
senger car  work,  the  mill  is  350  feet  by  125  feet,  an 
area  of  43,750  square  feet.  At  the  D.,  L.  &  W.  freight 
car  building  and  repair  shops  at  Scranton,  the  mill  is  400 
feet  by  90  feet,  providing  an  area  of  36,000  square  feet. 
At  the  East  Decatur  car  shops  of  the  Wabash  the  mill 
is  238  feet  by  80  feet,  an  area  of  19,040  square  feet. 

The  floor  area  of  the  mill  is  necessarily  large  in  pro- 
portion to  the  area  covered  by  the  machine  equipment. 
The  large  volume  of  material  passing  through  the  mill, 
as  well  as  its  nature,  size  and  shape,  requires  ample  space 
for  its  disposition  and  movement  and  a  large' proportion 
of  the  stock  uses  temporary  standing  space  both  before 
and  after  passing  each  machine  through  which  it  travels. 

The  construction  of  the  mill  is  in  many  respects  simi- 
lar to  the  other  buildings  of  the  car  department.  The 
roof  trusses,  supporting  columns,  etc.,  are  of  the  same 
material  and  either  wood  or  steel  has  been  used  in  some 
of  the  most  prominent  shops  recently  constructed. 

In  the  earlier  and  older  shop  buildings  the  roof  struc- 
ture was  designed  for  greater  stiffness  than  now  required, 
to  provide  for  the  additional  loads  and  the  vibrations  of 
shafts,  pulleys,  belts,  etc.  Power  for  the  mill  was  usually 
delivered  from  an  engine  in  an  adjoining  building,  and 
all  shafts,  etc.,  were  carried  by  the  roof  structure.  The 
introduction  of  electrical  apparatus  and  equipment  has 
largely  changed  this  and  prevailing  practice  is  to  drive 
the  larger  machines  by  individual  motors  and  the  smaller 
machines  in  groups.  The  motors  are  usually  placed 
upon  the  floor  close  to  the  machines,  though  the  motors 
for  group  drive  and  for  the  smaller  machines  are  some- 
times suspended  from  the  roof  trusses. 

NATURAL  LIGHTING. 

In  mill  buildings  of  the  most  recently  constructed  shops 
a  noticeable  feature  is  the  provision  for  ample  natural 
lighting.  In  some  of  them  the  space  occupied  by  win- 
dows begins  a  short  distance  above  the  ground  and  ex- 
tends as  close  to  the  roof  as  the  limits  of  the  wall  will 


117 


118 


RAILWAY  SHOP  UP  TO  DATE 


allow.  Light  from  windows  in  the  wall  is  supplemented 
by  skylights  in  the  roof.  At  Collinwood  the  skylight  is 
260  feet  long  by  36  feet  6  inches  wide  and  provides  an 
area  equal  to  45  per  cent  of  the  area  of  the  roof.  At 
Angus  there  are  23  skylights  in  the  roof,  arranged  trans- 
versely, and  each  skylight  is  29  feet  by  10  feet  4  inches 
in  size.  The  absence  of  belts,  shafts,  pulleys,  etc.,  in  a 
planing  mill  adds  materially  to  the  efficient  distribution 
of  light  and  freedom  from  shadows. 

DISTRIBUTION    OF    MATERIAL. 

Convenience  in  the  distribution  of  material  necessitates 
its  entrance  at  the  end  of  the  mill  adjacent  to  the  lumber 
yard  and  delivery  at  the  other  end.  This  requires  large 
doors  in  the  ends  of  the  building  and  delivery  tracks 
extending  the  full  length  of  the  building.  Larger  plan- 
ing mills  are  equipped  with  two  tracks  traversing  the 
building  and  the  spaces  which  they  occupy  are  kept  open 
for  the  movement  of  light  wagons  or  buggies,  as  well  as 
for  the  transportation  of  push  cars.  In  accord  with  the 
general  sentiment  in  favor  of  standard  gauge  industrial 
tracks  for  delivery  and  distribution  of  material,  the 
tracks  through  the  mill  are  more  commonly  of  standard 
gauge. 

In  the  mill  building  at  Kingsland.  on  the  D.,  L.  &  W., 
there  is  a  third  rail  between  the  rails  of  the  standard 
gauge  track,  making  a  narrow  gauge  track  for  connec- 
tion with  the  narrow  gauge  industrial  system  of  the 
plant.  Two  other  narrow-gauge  tracks  in  the  mill  con- 
nect with  the  general  industrial  system  of  tracks.  At  the 
Scranton  shops  of  the  same  road,  the  mill  is  served  by 
narrow  gauge  industrial  tracks,  as  well  as  being  entered 
by  a  standard  gauge  track  from  the  lumber  yard. 

Serving  the  mill  building  by  tracks  of  standard  gauge 
provides  the  advantage  of  allowing  cars  of  lumber  to  be 
switched  into  the  building  and  unloaded  near  the  ma- 
chines, thus  reducing  the  cost  of  handling  and  removing 
the  additional  expense  of  unloading  and  stacking  in  the 
yard.  Such  a  method  is  not  practical  at  all  times,  but 
some  shops  make  a  practice  of  delivering  a  certain 
amount  of  material  on  order,  direct  to  the  mill  and  un- 
loading it  at  night  where  it  will  be  ready  for  the  regular 
shop  force  in  the  morning. 

The  shop  tracks  are  sometimes  supplemented  by  short 
stub  tracks  immediately  outside  of  the  building  for  tem- 
porarily storing  truck  loads  of  lumber.  A  convenient  and 
practical  arrangement  for  the  delivery  of  truck  loads  of 
material  both  to  and  from  the  planing  mill  is  the  provi- 
sion of  a  small  hand  transfer  table,  operating  in  a  shal- 
low pit,  at  each  end  of  the  building.  This  method  is  fol- 
lowed to  good  advantage  at  Angus  and  the  transfer 
tables  permit  convenient  access  to  the  several  tracks  of 
the  lumber  yard,  mill  building,  car  erecting  shop  or  gen- 
eral delivery. 

The  use  of  side  doors  in  the  wall  of  the  building  near 
the  dry  kiln  or  dry  lumber  storage  shed  facilitates  the 
rapid  delivery  of  material.  Such  a  method  permits  mate- 
rial to  follow  the  most  direct  route  from  the  point  of 


storage  to  the  machines  through  which  it  will  pass.  Not 
only  is  this  delivery  quicker,  but  it  relieves  congestion 
around  the  end  doors  where  sills  and  other  heavy  material 
enter  the  building. 

FLOORS. 
Wooden  floors  prevail  generally  in  the  planing  mill. 

ARRANGEMENT    OF    MACHINES. 

Among  the  most  important  features  of  the  planing 
mill  is  the  arrangement  and  distribution  of  machines  to 
provide  for  the  progressive  movement  of  material  in 
natural  sequence  and  to  provide  for  handling  bulky  and 
heavy  pieces  of  stock,  as  well  as  a  large  volume  of  small 
material.  There  are  many  very  interesting  examples 
illustrating  great  care  in  the  layout  of  machines  so  that 
the  work  will  progress,  naturally  avoiding  the  necessity 
of  moving  timber  backward  in  its  course. 

The  layout  of  machines  is  usually  such  that  those  for 
machining  sills  occupy  a  large  portion  of  one  side  of  the 
mill,  while  the  remaining  large  portion  is  occupied  by  the 
various  machines  used  in  light  lumber  dressing.  The 
arrangement  of  machines  in  sequence  in  that  section 
through  which  the  heavier  material  passes  is  naturally  of 
greater  importance  than  in  the  section  for  lighter  mate- 
rial. The  arrangement  of  the  tools  in  the  paths  of  prog- 
ress are  such  as  to  bring  the  material  to  the  roughing 
machines  first,  through  the  supplemental  machines  and 
finally  to  those  for  finishing. 

In  both  sections,  the  most  satisfactory  arrangement 
provides  for  the  movement  of  material  in  such  manner 
that  it  will  touch  the  floor  as  little  as  possible.  For  in- 
stance, in  the  path  of  sills  are  placed  wooden  skids  of 
about  the  same  height  as  the  machine  tables,  so  disposed 
that  the  sills  may  be  moved  longitudinally  or  transversely 
according  as  the  machines  are  situated  in  its  path,  but 
always  the  general  movement  is  forward. 

The  systematic  arrangement  of  skids  in  the  path  of 
other  material  is  more  difficult  than  in  the  case  of  the 
sills.  However,  it  is  often  possible  to  arrange  such  paths 
over  short  distances  and  for  certain  classes  of  work. 
Where  this  cannot  be  done,  the  most  economical  method 
is  to  deliver  small  material  to  each  machine  in  wagon 
loads  and  load  it  directly  upon  a  wagon  on  the  other  side 
of  the  machine.  In  the  rapid  handling  of  material  much 
work  is  done  to  templates,  thereby  minimizing  the  labor 
of  laying  out. 

The  planing  mill  at  Angus  is  operated  in  two  distinct 
departments,  one  of  which  is  under  the  jurisdiction  of  the 
foreman  of  the  freight  car  erecting  shop  and  is  used  for 
dressing  freight  car  material  only.  The  other  section  is 
under  the  jurisdiction  of  the  passenger  car  foreman  and 
serves  his  department  only.  The  machines  in  both  de- 
partments are  arranged  largely  in  straight  lines  and  even- 
facility  is  provided  for  the  rapid  movement  of  lumber 
with  minimum  amount  of  handling. 

SHAVINGS     EXHAUST     SYSTEM. 

An  essential  feature  of  the  planing  mill  is  the  collector 
system  for  disposing  of  shavings,  dust,  etc.  This  system 


PLANING  MILL 


119 


is  connected  with  the  boiler  room  where  one  or  more 
boilers  of  the  power  plant  are  fed  by  shavings  and  chips 
from  the  mill.  Exhaust  blowers  are  located  at  conven- 
ient positions  within  the  building  and  from  them  suction 
pipes  lead  to  hoods  covering  the  cutters  or  saws  of  the 
various  machines,  so  as  to  draw  in  instantly  all  chips  and 
shavings  produced  by  the  cutting  tools.  Floor  sweep 
openings  are  provided  at  those  machines  which  can  not 
be  served  to  advantage  by  hoods  over  the  cutters  and  at 
various  places  to  accumulate  sweepings  from  the  floor. 
Everything  that  may  be  consistently  raked  or  swept  to 
these  openings  will  be  drawn  away  quickly  by  the  suction. 
The  collector  system  is  usually  so  effectual  that  it  will 
readily  remove  rather  large  sticks  and  blocks.  The  result 
of  this  system  is  that  the  planing  mill  may  be  kept  in  a 


very  neat  and  clean  condition  at  a  comparatively  small 
expense  while  the  delivery  of  refuse  to  the  boiler  room  is 
at  a  nominal  cost. 

The  shavings  exhaust  system  at  Angus  employs  17 
fans  from  50  to  90  inches  in  diameter,  and  running  from 
665  to  1,700  revolutions  per  minute,  the  maximum  speeds 
of  the  fans  in  the  planing  mill  being  880  feet  per  minute. 
The  longest  run  of  conduit  in  this  system  is  700  feet.  In 
deciding  upon  the  capacity  for  the  equipment  computa- 
tions were  made  upon  the  difference  between  finished 
and  rough  dimensions  of  timber  in  a  30-ton  box  car. 
This  amounts  to  860  feet  board  measure,  or  72^2  cubic 
feet  per  car,  and  this  volume  will  fill  two  or  three  times 
that  space  when  put  into  the  form  of  shavings  and  saw- 
dust. 


List  of  Wood-Working  Machinery  in  Representative  Railway  Shops — Planing  Mill 


CANADIAN    PACIFIC— ANGUS. 

Machine.                                       Size.  Maker. 

2  Planers   and   sizers No.  8 Berlin    Machine    Co. 

Inside    moulder    No.  125 Berlin    Machine    Co. 

2  Self  feed   rip  saws No.  3 Greenlee  Bros    &   Co. 

Self  feed  rip  saw No.  3 Greenlee  Bros.  &  Co. 

Vertical  heavy  automatic  cut- 
off saw  No.  5 Greenlee  Bros.  &  Co. 

Heavy  vertical  cutoff  saw No.  5     

Extra   range      automatic      car 

gaining   machine    Greenlee    Bros.    &    Co. 

2  Horizontal  tenoners   No.  5 Greenlee  Bros.  &  Co. 

Special  automatic  vertical  car 
sill  tenoning  machine No.  4  

Vertical   boring  machine 4-spindIe Greenlee   Bros.    &   Co. 

Extra  range  heavy  car  boring 
machine  Greenlee  Bros.  &  Co. 

Heavy  vertical  boring  ma- 
chine   5-spindle Greenlee  Bros.  &  Co. 

Extra  car  range  boring  ma- 
chine   Greenlee  Bros.  &  Co. 

Vertical   boring  machine 3-spindle Greenlee  Bros.    &    Co. 

Standard  heavy  vertical  car 
boring  machine  3-spindle Greenlee  Bros.  &  Co. 

Boring   machine    3-spindle Greenlee  Bros.    &    Co. 

Heavy   single     spindle      radial 

horizontal    borer    Greenlee   Bros.    &  Co. 

2  Standard    heavy    vertical    hol- 

low   chisel    mortisers Greenlee   Bros.    &   Co. 

H.   C.    mortising  machine No.  14 Greenlee    Bros.    &    Co. 

3  Self  feed    rip  saws No.  1% Greenlee   Bros.   &   Co. 

Large    car   ripping  saw No.  3 Fay    &    Egan    Co. 

2  Improved   rip   saws    No.  2 Fay    &    Egan    Co. 

Band    saw    Fay    &    Egan    Co. 

Band    saw    No.  00 Fay    &    Egan    Co. 

Car   mortiser    and    borer No.  72 Fay    &    Egan    Co. 

4  Automatic  cutoff  saws No.  1 Greenlee    Bros.    &    Co. 

Automatic    cutoff    saw No.  2 Greenlee  Bros.   &   Co. 

2  Planers    and    matchers No.  46 Berlin    Machine    Co. 

Planer   and   matcher    No.  44 Berlin    Machine    Co. 

Band    saw     No.  3 MacGregor-Gourlay     Co. 

Automatic   vertical  cutoff  saw Fay  &   Egan   Co. 

Vertical  automatic  cutoff  saw 

and  gainer  No.  3 Greenlee  Bros.  &  Co. 

Vertical  heavy  automatic  cut- 
off saw  No.  6 Greenlee  Bros.  &  Co. 

Vertical    boring  machine 3-spindle Greenlee   Bros.    &   Co. 

Medium  heavy  boring  ma- 
chine   3-spindle Greenlee  Bros.  &  Co. 

Perfection   buzz  planer 20-ins MacGregor-Gourlay     Co. 

Shaping  machine   MacGregor-Gourlay    Co. 

Dimension  saw   MacGregor-Gourlay    Co. 

Outside   moulding    MacGregor-Gourlay     Co. 

Small    rip    saw MacGregor-Gourlay    Co. 

Rip  saw   MacGregor-Gourlay    Co. 

Improved   rip  saw MacGregor-Gourlay    Co. 

Large   band   saw MacGregor-Gourlay     Co. 

Self  feed  rip  saw MacGregor-Gourlay    Co. 

Chain  saw  mortiser 

Band    saw    MacGregor-Gourlay     Co. 

Burring  saw  J.    Bertram    &    Sons 

Large    rip  saw    J.    Bertram    &    Sons 

Small    rip   saw    Cowan    &    Co. 

Swing   saw    MacGregor-Gourlay    Co. 

Swing    saw     

Dimension  planer    Fay    &    Egan    Co. 

Buzz   planer    MacGregor-Gourlay    Co. 

Surface    planer    No.    W  14 J.   Bertram   &   Sons 

Dimension    planer    MacGregor-Gourlay    Co. 

Large  matcher  and  dimension 
planer  4-headed J.  Bertram  &  Sons 

Matcher  and  dimension  planer4-headed     Cant-Gourlay 

Sticker     4-headed. .  .MacGregor-Gourlay    Co. 

H.  C.   mortiser   Atlantic 

Small  sash  and  door  mortiser 


Machine.  Size.  Maker. 

--.  C.  mortiser  Atlantic 

Vertical  boring  machine 3-spindle Fay    &    Egan    Co. 

Single   horizontal   borer 

Vertical  gainer    Fay   &  Egan   Co. 

Horizontal  gainer   J.   Bertram   &   Sons 

Large  matcher   4-headed Fay  &  Egan  Co. 

Large   horizontal   tenoner 

Light  tenoning  machine McKechnie  &  Bertram 

Double  headed  shaper  MacGregor-Gourlay    Co. 

Vertical  end  tenoning  machine McKechnie   &   Bertram 

Sticker    4-headed. .  .MacGregor-Gourlay    Co. 

H.   C.   mortiser    Greenlee   Bros.   &  Co. 

Boring  machine    5-spindle Greenlee  Bros.    &   Co. 

2  Iron    frame    swing   saws 

Boring  machine  3-spindle 

Horizontal  gainer   Fay  &  Egan  Co. 

Boring  machine   5-spindle Greenlee   Bros.   &  Co. 

Self  feed  saw    Greenlee   Bros.   &   Co. 

Variety  wood-worker   No.  2 Fay  &  Egan  Co. 

P.    H.    shaper    MacGregor-Gourlay   Co. 

Horizontal  tenoner   Buck 

Car  tenoner    No.  5 Fay   &   Egan   Co. 

2  Horizontal    gainers     J.    Bertram    &   Sons 

Planer    and    matcher No.  24 Berlin   Machine  Co. 

Single    horizontal    boring   ma- 
chine     

Vertical  car  sill  tenoning  ma- 
chine     

Gainer  and  checker  

Rip    saw    

2  Swing  saws    

Iron  frame  swing  saw 

D.,    L.    &    W.— SCRANTON    (KEYSER    VALLEY). 
Machine.  Size.  Maker. 

Double  planer   and   matcher Berry    &    Orton  Co. 

Swing    saw     -. 30  ins D.  L.  &  W.  R.  R. 

Rip    saw    up  to  24  ins D.   L.  &  W.  R.  R. 

Double    planer  and    matcher. ..  .No.   17... 8.  A.  Woods  Machine  Co. 

Outside    moulder    6  ins C.   B.  Rogers  &  Co. 

Cross-cut    saw    40    ins.      No.    188 

S.  A.  Woods  Machine  Co. 

Sill    tenoner    No.    0 C.    B.   Rogers  &  Co. 

Cross    boring    machine No.   350.. S.  A.  Woods  Machine  Co. 

Boring    machine,    4    spindles ....  No.   325..  S.  A.   Woods  Machine  Co. 

Vertical    car   boring    machine... 3    spindles C.    B.    Rogers    &  Co. 

Rip    saw    D.  L.  &  W.  R.  R. 

Automatic     cross-cut    saw 36   ins.    No.    3 Fay   &   Egan  Co. 

Rip    saw    24  ins.      No.   175 

S.   A.   Woods  Machine  Co. 

Sticker  5-head    Housten 

Upright  shaping  machine    No.  0   C.  B.   Rogers  &  Co. 

Matcher     Fay    &   Egan  Co. 

Gaining  machine    S.  A.  Woods  Machine  Co. 

Gaining   machine    (pneumatic) D.  L.  &  W.  R.  R. 

Hollow    chisel,    hollow   mortiser. No.   7 S.  A.   Woods  Machine  Co. 

3-spindle    boring    machine Berry  &  Orton  Co. 

2   Wood    turning    lathes 

Saw   grinding     and     sharpening 

machine     No.    231.. S.  A.  Woods  Machine  Co. 

Automatic    knife    grinder N'o.   221.. S.   A.   Woods  Machine  Co. 

Band    saw   filer Chas.    E.    Wright 

Band    saw    36  ins.  No.  3....C.  B.  Rogers  &  Co. 

Swing  saw   22   ins.     No.   232 

S.  A.    Woods  Machine  Co. 

Hand    planer    C.   B.   Rogers  &  Co. 

Door   and   sash      tenoning     ma- 
chine      No.   3%    Fay  &  Egan   Co. 

Extra  heavy   sizer    6-roll,   4  sides Fay  &   Egan  Co. 

No.    Ill 

Flooring  machine,   fast  speed... No.    17 Fay    &    Egan  Co. 

Double    cutting-off    machine 40  ins.  No.  5.. Greenlee  Bros.  &  Co. 

Vertical    car   boring   machine,    4 
spindles    Greenlee    Bros.    &  Co. 


120 


RAILWAY  SHOP  UP  TO  DATE 


Vertical  car  boring  machine,  4 
spindles,  with  universal  at- 
tachment  Greenlee  Bros.  &  Co. 

Heavy  self-feed  saw No.  3 Fay    &    Egan  Co. 

Combination  vertical  borer  and 
gainer  No.  3 Greenlee  Bros.  &  Co. 

Small  vertical  hollow  chisel 
mortiser  No.  11 Greenlee  Bros.  &  Co. 

Hollow  chisel  mortiser No.  8 Greenlee    Bros.    &  Co. 

Vertical  car  tenoning  machine.. No.  4 Greenlee    Bros.    &  Co. 

Double  tenoning  machine No.  540 Greenlee    Bros.    &  Co. 

Car  brace  cutting-off  machine Greenlee  Bros   &  Co. 

Cross-cut  saw   D.  L.  &  W.  R.  R. 

Wood  turning  lathe  

Cut-off  saw   22  ins.     No.   2 Fay  &  Egan  Co. 

Groove   saw    12    ins 

Box  bound  matcher • 

Grindstone    

Heavy  combined  buzz  planer No.    97.. S.    A.    Woods   Machine  Co. 

Hollow  chisel  sharpener Atlantic 

Band   resawing  machine American   Wood  Wkg.   Mach.  Co. 

Sharpener  for  circular  saw Atlantic 

Band  saw  filing  and  setting  ma- 
chine    Atlantic 

Lathe     

Rip  saw    S.    A.    Woods   Machine  Co. 

Jig  saw    

Single  surfacer  No.   88... S.   A.   Woods  Machine  Co. 

Band  saw   C.    B.    Rogers    &  Co. 

Emery  grinder  and  dust  guard 
machine  • 

Mortiser    R-    Ball    &  Co. 

Shaper    .- H.    D.    Stovers 

Knife  grinder    

L.    S.    &   M.    S.   RT.— COLLINWOOD. 

Motor 
Machine.  Size  Maker  H.   P. 

Timber    planer     Four-side   ...Fay   &   Egan 35 

Timber    planer    Four-side  ...Amn.   W.   W.   Mach.   Co 35 

"Lightning"    matcher Fay   &  Egan   Co 25 

Matcher    No.   27 S.   A.   Woods  Mach.    Co 35 

Automatic  cut-off  saw.No.   6 Greenlee    Bros.    &    Co 20 

Vertical  end  tenoner.  .No.  4 Greenlee   Bros.    &    Co 15 

Rip  saw    No.   4 S.   A.   Woods  Mach.   Co 20 

Cut-off      saw,       auto- 
matic     No.   4 Greenlee   Bros.    &    Co 15 

Vertical  saw  and  gain- 
er   No.  8 Fay  &   Egan   Co 20 

Automatic  cut-off  saw.No.   3 Greenlee   Bros.    &    Co. 15 

Rip    saw    No.   3 Greenlee   Bros.    &    Co 20 

Automatic      saw     and 

dado     Greenlee   Bros.    &    Co 15 

Bevel  band  saw 40  Ins Williamsport   Mach.    Co 10 

Band  saw 42  Ins Fay  &  Egan  Co 7% 

Horizontal  mortiser   ..H.  C Fay   &   Egan   Co 15 

Vertical    mortiser    and 

borer    No.   7... Greenlee   Bros.    &   Co 15 

Gainer   No.   3 Fay   &   Egan   Co 15 

Tenoner    No.   70 Fay   &  Egan   Co 7% 

Horiz.  boring  machine. Four-spin    ...Greenlee   Bros.    &    Co 10 

Jointer    Fay   &   Egan   Co 7% 

Pony  planer  24    ins S.   A.   Woods  Mach.   Co 10 

Gainer   with    4-spindle 

borer    No.  3 Greenless   Bros.    &   Co 10&15 

Shaper  Double  head.Grosvenor 

Automatic  saw  flier 

Automatic  knife  grind- 
er     

Automatic  saw  grinder 

Band    Saw   Filer    

Wood   lathe    Fay   &   Bgan    Co 


L.    &    N.    R.    R.— SOUTH   LOUISVILLE. 

Motor 
Machine.  Size.  Maker.          H.   P. 

Short   sill   dresser 20-in.    blade. S.   A.  Woods  Mach.   Co 100 

Cut-off  saw   40-in Greenlee    Bros.    &    Co i  ,. 

Cut-off  saw    40-in Greenlee    Bros.    &    Co f 10 

Matcher    15-ln.    blade. Fay    &   Egan    Co 30 

Matcher    10%-in.   bl'deFay  &  Egan  Co 50 

Matcher    10*4-in.   bl'deFay   &   Egan   Co 30 

Cut-off  saw   34-in Fay   &   Egan   Co 8 

Cut-off  saw  34-in Fay  &  Egan  Co 14 

Cut-off  saw  32-ln.     ..,...Fay   &   Egan   Co 30 

Surfacer     26-ln.    blade. Fay    &    Egan    Co 

Heavy  rip  saw   28-in.    No.153  S.  A.  Woods  Machine  Co... 

Light  rip  saw 28-in Greenlee    Bros.    &    Co 

Borer    5   spindle Greenlee    Bros.    &    Co 

Vertical  hollow  chisel 
mortiser  with  trav- 
eling table  No.  164 Fay  &  Egan  Co 

Sill   tenoner    3    cutters. .  ..Fay   &   Egan  Co 30 

Gainer     Greenlee   Bros.    &   Co 14 

Swing   cut-off  saw 24    in L.   &  N.  R.   R 5 

Borer     5    spindle. .  ..Fay    &    Egan    Co "| 

Vertical  hollow  chisel 
mortiser  with  trav- 
eling table No.  154 Fay  &  Egan  Co 

Automatic  car  gainer.  No.    150 Fay    &    Egan    Co J 

Universal   car  tenoner Fay  &  Egan  Co 

Horizontal   borer    Fay  &  Egan  Co 

Vertical   single  spindle 

borer     Bentel  &     Margedant 

Band   saw    No.     2 Fay  &  Egan  Co 

Dimension    planer    24   in.   blade. Fay  &  Egan  Co 

Universal        w  o  o  d- 

worker    .  Fay  &  Egan  Co 8 

M.    P.    RY.— SEDALIA. 
Machine.  Size.  Maker. 

Universal   wood    worker Ifj-in Greenlee  Bros.   &  Co. 

Variety    wood    worker No.  62. : Fay  &  Egan  Co. 

Four-side     moulder No.  12 ^  .  .Fay  &  Egan  Co. 

Surfacer     % 30-in S.   A.   Woods  Machine  Co. 

Six-roll   cylinder  planer    No.   129 Fay  &  Egan  Co. 

Vertical    car    tenoner Fay  &   Egan  Co. 

Tenoning   machine    No.   6 „ Fay   &   Egan  Co. 

Car   gaining   machine Fay  &   Egan  Co. 

Hand  gaining  machine    Fay  &  Egan  Co. 

Mortiser    Greenlee   Bros.    &  Co. 

Mortiser    No.   300. .S.   A.   Woods  Machine  Co. 

Four-spindle    horizontal     boring 

machine     Greenlee    Bros.    &  Co. 

Cut-off   saw    No.  3 Fay  &  Egan   Co. 

Cut-off   saw    No.   2 Fay  &  Egan  Co. 

Swing  saw    No.   3 Fay  &  Egan  Co. 

Self -fed  rip   saw    No.   3 Fay  &  Egan  Co. 

Band  saw    No.  1 Fay  &  Egan  Co. 

Band  saw    No.  3 Fay  &  Egan  Co. 

Scroll  saw    No.   S Fay  &  Egan  Co. 

Automatic  saw  sharpener 

Band   saw   setter No.  3 Fay  &  Egan  Co. 

Knife    grinder    Fay   &   Egan  Co. 

Fox  trimmer 

Superior  setting  down  machine 

Raymond   wiring  machine 

Raymond     large      turning     ma- 
chine      

Raymond     small     turning     ma- 
chine     

Groover    20-in Buffalo 

Double  seamer   Moore 

Beader    No-    2 Niagara 


List  of  Wood-working  Machinery  in  Representative  Railway  Shops — Cabinet  Shop. 


CANADIAN    PACIFIC    RAILWAY— ANGUS. 
Maker. 


Motor 
H.    P. 


Machine.  Size.' 

Double        combination 

glue  spreader   

Window  blind  mortiser J.    Bertram    &   Sons 

Window       blind       slot 

mortiser  McGregor,    Gourley    &    Co.. 

Boults  carver   McGregor,    Gourley    &    Co. .  J 

Royal  invincible  sand- 

er    Berlin    Machine    Works     40 

Jig  saw    C.    P.    R ") 

Sash    and    door    mor-  [_,, 

tiser  J.    Bertram    &   Sons    \'A 

Band  saw   No.   3 McGregor,    Gourley    &    Co.  J 

Double    tenoning    ma- 10  in  to  6  ft. 

chine   Bin McGregor,    Gourley   &    Co 15 

Chsin  mortiser No.    66 New    Britain    Mach.    Works.  |, 

Sash    sticker    McGregor,    Gourley    &    Co. .  .J° 

Finishing   saw,    miter- 

ing  work   Herbert   Baker   &   Co 

Band  saw  36    in.    wheeLMcGregor,    Gourley    &    Co...) 

Inside  moulder   4-headed    . . .  McKechnie   &   Bertram    ....!.,„ 

Pony  planer  Fay    &    Egan    Co J 

Grindstone    72-in Niles-Bement-Pond    Co.     . .  0 

Emery  wheel    C.    P.    R. 

Dimension  saw  table..  16   ins.    wide, 

3  ins.  thickMcGregor,    Gourley    &    Co. . .  f-0 

Saw,  double-headed   ..16  ins McGregor,    Gourley    &    Co... 

Perfection  buzz  planer 
and  Jointer  McGregor,  Gourley  &  Co..J 

Dimension  planer,  siz- 
ing and  straighten- 
ing   McGregor,  Gourley  &  Co 15 


Swing  saw   16-in C.    P.    R 

%    to    1    1-12 

Feed  rod  machine  ....     in McGregor,    Gourley    &    Co... 

Wood  lathe  24-in McGregor,    Gourley    &    Co.. 

Wood  lathe 20-in Smith   &   Coventry    

Swing  saw    16-in C.    P.   R 

Universal  Woodworker. Fay    &    Egan    Co 

Rip  saw  12-ln McGregor,    Gourley    &    Co. . 

Panel  planer   McGregor,    Gourley    &    Co. . 

Tenoning  machine McGregor,    Gourley    &    Co. . 

Rip  and  cross  cut  saw.  14-in McGregor,    Gourley    &    Co.. 

Inside  moulder   3    sided McGregor,    Gourley    &    Co.. 

Chain  mortiser No.    66 New    Britain    Mach.    Works 

Chain  grinder   ."; New    Britain    Mach.    Works 

Shaping    machine    McGregor,    Gourley    &    Co. . 

Shaping    machine    McGregor,    Gourley    &    Co.. 

Single     spin- 
Boring  machine   die   McGregor,    Gourley    &    Co.. 

Friezing   machine    Fay    &    Egan    Co 

Carver   2-splndle    . . .  Blouts     


>  20 


!  ir> 


,,, 
10 


ylO 


L.    S.    &    M.    S.    RY.— COLLINWOOD. 

Machine.  Size.  Maker. 

Sticker     American  Wood  Working  Mach  Co. 

Jointer    Clement 

Band   saw    42  Ins Fay  &  Egan  Co. 

Tenoner    3%  Ins Fay  &  Egan  Co. 

Shaper    No.  3 Clement 

Surfacer     7x24  ins Whitney 

Scroll  saw   No.   6 Fay  &  Egan  Co. 

Sander     84    ins 

Wood-carving    machine    

Wood   lathe    


PLANING  MILL 


121 


Pattern    lathe    24   ins Fay  &   Egan  Co. 

Universal    saw    bench American  Wood  Working  Mach.  Co. 

Sash  mortiser   Greenlee  Bros.   &  Co. 

Combination  rip  and  cut-off  saw S.  A.  Woods  Machine  Co. 

Self-feed  rip  saw No.  3 Greenlee  Bros.  &  Co. 

Tools  In  this  list  are  belt  driven  from  two  line  shafts. 


L.    &   N.   R.    R.— SOUTH   LOUISVILLE. 

Machine.  Size.  Maker. 

Carriage    cut-off    saw. No.    2 Fay    &    Egan    Co 

Rip   saw    Bentel    &    Margedant... 

Rip   saw    ..Bentel    &   Margedant... 

Planer  and   matcher.  .No.    8 Fay    &    Egan    Co 

Tenoning    machine No.    2 Fay    &    Egan    Co 

Combination    universal 

woodworker        and 

moulder    No.    3 Fay    &    Egan    Co 

4-side   4-in.   moulder.  .No.    1V4 Fay    &    Egan    Co 

Pony  planer   24-in.    blade. Goodell    &   Waters   Co.. 

Mortiser    No.   71 Fay  &  Egan    Co 

Vertical  double  spin- 
dle boring  machine. No.  2 Fay  &  Egan  Co 

Double  spindle  shaper.No.    2% Fay  &  Egan    Co 

Mortiser  and  relisher.  .No.   93 Fay  &  Egan    Co 

Combination  saw  and 

dado  No.  5 Fay  &  Egan  Co 

Single    head   shaper Fay  &  Egan    Co 

Grindstone     L.    &   N.    R.    R 


Motor 
H.    P. 


:i 


Sand      papering      ma- 
chine      No.    4 Fay  &   Egan   Co 

Combination      panel 

carver  and    frlezer..No.    4 Fay    &    Egan    Co 

Plug  cutter   Fay    &    Egan    Co 

Scroll   saw    Fay    &    Egan    Co 

Marquit  veneer  saw L-    &   N-    R-    JV •  •  • 

22-in.  x  12-ft.  lathe Putnam    Machine    Co. 


List  of   Wood-Working   Machinery    in]  Representa- 
Railmay  Shops — Pattern  Shop  \ 

PENNSYLVANIA    RAILROAD— SOUTH    ALTOONA. 

Motor 

Machine.                         Size.                  Maker.                                        H.   P. 
Rio    saw    36x72   in.    ta- 
ble     P.    R-    R 5tt 

Rip    saw    48x76   in.   ta- 
ble      L.    Wright    3H 

Band    saw     Berry    &    Orton 2% 

Band  saw,  type  B %      in.     saw 

blade   Oliver  Machine   Co 3% 

Lathe     25  and  50  in. 

swing,  8  ft. 

bed    Putnam    Machine    Co 

Power  band  saw  filing 

and    setting    mach Atlantic    Works     

Drill   press    P-     R-     R • 

Core   box    machine J.    A.    Crane   &   Co 

Grindstone    28    ins 

Automatic  knife  grind- 
er     30     ins.     No. 

40    Springfield    Mfg.     Co 

Lathe    20    ins.     x    6 

ft.  9  ins... P.     R.     R 

Lathe    30  ins.xll  ft.P.     R.     R 

Lathe    30  ins.x22  ft.  P.     R.     R 

Face    lathe 90   ins P.     R.     R 

Band  saw,   type  B %     in.     saw 

blade    Oliver    Machine    Co 3% 

Universal    saw    bench. 14  in.   saw. ..Oliver    Machine    Co 3% 

Universal   saw   bench. 14  In.  saw. ..Oliver    Machine    Co 3% 

Hand        planer        and 

jointer    20    Ins Oliver    Machine    Co 3% 

Buzz         planer         and 

jointer     L.    Power  &•  Co 3% 

Heavy  planer  and  sur- 

facer    24   Ins Atlantic  Works    5% 

Face  plate  lathe,  type 

D      Oliver    Machine    Co 3% 

Planer     30    ins R.   Ball  &  Co 5% 

L.   &  N.    R.   R.— SOUTH   LOUISVILLE. 

Machine.  Size.  Maker. 

25   to   50   ins.   swing,   10  ft    bed.. 

Pattern   makers'   gap  lathe Putnam  Machine  Co. 

Wood   lathe    16   ins.   x  8   ft. 

Metal    lathe    12  ins.  x  4  ft Wm.   Sellers  &  Co. 

Oliver  hand   planer  and  jointer. 20  ins.. Am.  Wood  Wkg.  Mach.  Co. 

Hand  surface  planer  24  ins Fay  &  Egan  Co. 

Oliver  Universal  Saw  Bench American  Wood  Working  Mach.  Co. 

Band   saw    Fay  &  Egan   Co. 

Drill     20  Ins W.  F.   &  J.   Barnes 

Fox   trimmer   Grand   Rapids   Machy.    Co. 

Crank   shaper   18  ins.. Am.  Wood  Wkg.  Mach.  Co. 

Grindstone     

The   machine   tools   are  arranged  In  one  group  and  driven  by 
a  14-h.p.  motor. 


122 


RAILWAY  SHOP  UP  TO  DATE 


CROSS   SECTION   OF  PLANING   MILL   AT   SCRANTON,   PA.,   D.   L    &  W.   R.    R 


CROSS  SECTION  OF  PLANING  MILL  AT  SEDALIA,  MO., 
M.  P.  RT. 


SECTION   OF  PLANING   MILL   AND   COACH   SHOP  AT    SOUTH       LOUISVILLE.  KY.,  L.  &  N.  R.  R. 


PLANING  MILL 


123 


PLAN,    ELEVATIONS  AND   SECTIONS    OF   PLANING   MILL  AT    EAST   DECATUR,  ILL.,  WABASH  R.   R, 


120'- 


w 

1 

'  Engine  Room       \ 

- 

4-5  'A  /OO        t1toter\ 

1 

m 

*/r 
6^' 

/ 

Mo, 

J20 

f> 

•f'  wafer  Main-  One2fc~/ 

~~» 
TO 

se  Conn  5  DrfoA/figttoferCann.  * 

v6t/t 

<?/ 

T  • 

t 

c. 

)/70 

£ 

i 

-» 

t               * 

i-          .          '  •  «  ••        --*-- 

^/-<7//7  ofeocfj  Posr 

60'*/20'            --- 

i 

\ 

/pfto 

/s/e 

4-0 

V 

A 

7/7$ 
/2L 

t 

£/. 

'6 

V 

CDI 


-562'-2" 


PLAN,    ELEVATIONS   AND    PARTIAL   CROSS    SECTION    OF      PLANING  MILL  AT  BURNSIDE,  ILL.,   I.   C.   R.    R. 


124 


RAILWAY  SHOP  UP  TO  DATE 


-£0/-t>- 


f/Lme  S 


038 


ES 


; 


19 


itTTtm  r 

m  ' 


PAT 
A 

H 


6 


* 

1 


I       Db 


J  QE 


EI 


a  . 


H^ 


* 


PLAN  OF  PLANING  MILL  AT  OELWEIN,  IOWA.  C.  G.  W.  R.  R. 


PLAN  OP  PLANING  MILL  AT  KINGSLAND,  N.  J.,    D.,  L.  &  W.  R.  R. 


6aaf 


[-Tr' 

Circa/or  f>ip4" 


L 

CarSraceCutter 


l  Morfuer 


£or/trf7&c/> 


'Hirimna  Mac/!        '  —  ' 
«orf, 


Waner 


\Ctltoffiart 


^3S-<9" 

"I  C Or  c5///  TprtOff  er 


//      \ffoVorr  Ctiise/  Morf/ser 


/ffrt    1    /  1   1    l£  l|    (54i 


I- 8O/}03a w<5ftar/>rter  3- ft/it  fe  6r/r7&er 
Z-Sorr  St/msr??*     -f-'Po/fern Motrers lofa 


PLAN  OF  PLANING  MILL  AT  EAST  DECATUR,   ILL.,   WABASH  RT. 


PLANING  MILL 


125 


.•-.••     -  • 


ft 


•      ~? 


\ 


u 


as 


PLAN  OF  PLANING  MILL  AT  SCRANTON,  PA.,  D.  L.  &  W.  R.  R. 


EXHAUST   SYSTEM   FOR  DELIVERY   OF  SHAVINGS  FROM    PLANING  MILL  TO  POWER  HOUSE  AT  ANGUS,   C  P.  RY. 


PLAN   OF  PLANING  MILL.    SHOWING  ARRANGEMENT   OF     SHAVINGS   EXHAUST  DUCTS,   AT  ANGUS,    C.   P.   RY. 


•VX—  f  ] 


"- 
CD 


m 

/,/,  ~~  -t 


O  * 


.a-***— 
r~~3*"" 


T» -^~<Q 


PLAN  OF  PLANING  MILL  AT  ANGUS.  C.   P.   RY. 


Railway  Shop  Up  to  Datt 

Chapter  IX. 


FOUND BY 


UNTIL  recent  years  the  foundry  was  rare  as  a  com- 
ponent part  of  a  railway  shop  plant.  Foundry 
work  is  entirely  of  a  manufacturing  nature  and  with  the 
recent  development  of  the  large  railway  shop  plant,  the 
tendency  toward  the  general  introduction  of  the  foundry 
as  a  principal  department  has  become  pronounced.  Sev- 
eral railway  general  shops  completed  since  the  year  1902 
include  gray  iron  foundries  as  essential  features  and  a 
number  of  shops  now  in  course  of  construction  include 
elaborate  plans  for  foundry  work.  The  tendency  is  to 
concentrate  the  foundry  work  for  the  entire  system  at 
the  general  shops,  so  that  the  foundry  has  not  entered  into 
the  consideration  of  plans  for  minor  and  division  shops. 
A  large  number  of  shops  have  small  brass  foundries, 
but  there  is  no  information  at  hand  of  railroad  compan- 
ies having  attempted  either  steel  or  malleable  iron  cast- 
ings. Where  there  is  an  iron  foundry  at  a  shop  plant,  a 
small  section  is  usually  devoted  to  brass  foundry  work. 
Where  there  is  no  iron  foundry  the  brass  foundry  usu- 
ally occupies  a  section  of  the  blacksmith  shop  building, 
and  is  completely  separated  from  the  remainder  of  the 
shop  by  a  brick  wall. 

LIST  OF  FOUNDRIES  AT  RAILWAY  SHOPS. 

A  gray  iron  foundry  has  been  operated  in  connection 
with  the  Roanoke  shops  of  the  Norfolk  &  Western  Rail- 
way for  the  past  twenty  or  twenty-five  years.  The  C., 
M.  &  St.  P.  Railway  has  long  cast  its  own  car  wheels  at 
its  Milwaukee  shops  and  in  1906  a  modern  car  wheel 
foundry  replaced  the  old  one.  In  remodeling  the  Read- 
ing shops  of  the  Philadelphia  &  Reading  Railway  a  foun- 
dry was  built  in  1902.  At  Angus  on  the  Canadian  Pa- 
cific Railway  there  is  a  gray  iron  foundry  and  a  car  wheel 
foundry;  and  the  South  Louisville  shops  of  the  Louis- 
ville &  Nashville  Railroad  include  a  gray  iron  foundry. 

Wheel  and  gray  iron  foundries  were  operated  in  con- 
nection with  the  Altoona  repair  shops  of  the  Pennsyl- 
vania Railroad  previous  to  1906.  In  that  year  a  com- 
plete foundry  plant,  isolated  from  all  other  shops,  was 
built  at  South  Altoona.  This  plant  at  present  consists 
of  a  wheel  foundry,  gray  iron  foundry,  machine  shop  and 
'  material  building,  pattern  shop,  power  house  and  an 
office  building.  The  plot  of  ground  on  which  the  foun- 
dry plant  is  built  is  large  enough  to  permit  of  future  ex- 
tensions to  the  present  buildings  and  also  for  the  addi- 
tion of  brass  and  cast  steel  foundries  which  have  been 
considered.  Foundry  work  for  the  entire  system  is  con- 
centrated, so  far  as  possible,  at  this  point  and  the  plant 
is  so  located  as  to  afford  good  shipping  facilities  to  all 
parts  of  the  system. 

Plans  for  new  shops  on  which  construction  work  has 
been  begun  by  the  Delaware,  Lackawanna  &  Western 
Railroad  at  Scranton,  the  Big  Four  at  Beech  Grove  and 
the  Grand  Trunk  at  Battle  Creek,  make  liberal  pro- 
visions for  foundry  equipment. 


GRAY    IRON    FOUNDRY    BUILDING. 


The  construction  of  the  foundries  for  gray  iron  cast- 
ings which  are  already  in  operation  and  the  design  of 
those  now  under  consideration,  is  in  general  very  similar 
to  the  construction  now  usually  followed  in  modern  rail- 
way shop  buildings,  though  in  point  of  detail  it  is  ar- 
ranged for  the  specific  class  of  work  for  which  pro- 
vided. The  building  is  commonly  a  self  supporting 
structure  with  brick  walls.  It  is  characteristic  of  foun- 
dries already  built  that  they  are  well  provided  with  am- 
ple natural  light.  A  large  proportion  of  the  walls  are 
given  over  to  glass  windows  and  in  addition  to  the  light 
so  provided,  that  portion  of  the  steel  structure  surround- 
ing the  center  bay  and  extending  above  the  roofs  of  the 
side  bays,  is  equipped  with  glass  windows.  The  roof  of 
the  center. bay  generally  includes  a  monitor,  with  side 
window  lights,  extending  nearly  the  full  length  of  the 
building.  At  South  Louisville  the  roof  is  of  the  same 
height  throughout  and  light  is  admitted  through  the  roof 
by  saw  tooth  skylights. 

The  foundry  building  is  usually  divided  into  three 
bays,  a  main  or  central  bay,  from  55  to  70  feet  in  width, 
and  two  side  bays,  each  about  one  half  or  little  more  than 
one  half  the  width  of  the  central  bay. 

The  foundry  at  South  Louisville  varies  from  this  gen- 
eral design.  The  main  portion  of  the  building  is  318 
feet  long  by  70  feet  wide  and  is  covered  by  a  single  span 
with  no  intermediate  supporting  columns.  At  one  side 
is  a  narrow  addition  20  feet  wide  extending  the  entire 
length  of  the  building.  Most  of  this  additional  area 
is  included  in  the  main  floor  of  the  foundry,  but  a  por- 
tion of  it  is  occupied  by  the  cupolas,  sand  storage  bins, 
ovens,  etc. 

As  explained  in  connection  with  the  provision  for  na- 
tural lighting,  the  roof  trusses  of  the  center  bay  are 
higher  than  those  in  the  side  bays.  In  the  gray  iron  foun- 
dry at  South  Altoona,  the  height  from  floor  to  roof  truss 
is  38  feet  in  the  center  bay  and  21  feet  in  each  of  the  side 
bays.  At  Angus  these  distances  are  29  and  16  feet  re- 
spectively. The  plans  for  the  foundry  of  the  D.,  L.  & 
W.  at  Scranton  provide  for  a  height  of  35  feet  in  the 
center  bay  and  20  feet  in  each  of  the  side  bays.  At 
South  Louisville  the  height  from  floor  to  roof  truss  is  35 
feet. 

The  lateral  dimensions  and  area  of  the  foundry  can 
hardly  be  based  on  any  specific  unit  and  those  foundries 
already  in  service  are  not  enough  alike  in  this  particular 
to  justify  a  definite  conclusion.  The  foundry  is  not  de- 
signed to  meet  the  demands  of  a  single  shop  but  rather 
to  supply  an  entire  system.  Its  output  is  used  by  the  lo- 
comotive department  as  well  as  by  the  car  department, 
and  also  to  some  extent  by  the  road  department,  so  that 
a  number  of  features  enter  into  the  determination  of  the 
output  required. 


126 


FOUNDRY 


127 


The  dimensions  of  several  foundries,  serve  as  records 
of  those  in  railway  shop  service.  At  South  Altoona, 
Pennsylvania  Railroad,  the  gray  iron  foundry  is  400 
feet  long  by  130  feet  wide;  at  Angus,  Canadian  Pacific 
Railway,  the  gray  iron  foundry  is  342  feet  by  122  feet; 
at  Reading,  Philadelphia  &  Reading  Railroad,  564  feet 
by  163  feet;  at  South  Louisville,  Louisville  &  Nashville 
Railroad,  318  feet  by  70  feet,  and  the  foundry  for  the 
Delaware,  Lackawanna  &  Western  Railroad  at  Scranton 
will  be  400  feet  by  120  feet. 

LOCATION. 

As  the  foundry  is  a  manufacturing  department  its  lo- 
cation provides  for  the  receipt  of  raw  material  and  for 
the  delivery  of  finished  castings.  Therefore  its  most  con- 
venient situation  is  adjacent  to  the  avenue  of  distribution 
and  communication  among  the  shop  buildings.  This  af- 
fords delivery  of  the  finished  material  over  the  most  di- 
rect route  to  the  storehouse  and  to  the  various  points  of 
consumption.  It  is  also  essential  that  the  transportation 
of  raw  material  for  the  foundry  shall  not  impede  general 
yard  traffic  and  on  this  account  the  foundry  is  frequently 
located  at  an  extreme  end  of  the  plot  occupied  by  the 
shop  buildings. 

It  is  generally  considered  desirable  to  have  the  foun- 
dry near  the  locomotive  shop  in  order  to  provide  for  the 
shortest  movement  of  the  heavier  locomotive  castings. 
Castings  for  the  car  department  are  so  much  smaller  that 
their  delivery  is  a  comparatively  simple  matter  and  they 
may  be  handled  in  bulk  to  good  advantage.  In  view  of 
the  large  amount  of  material  for  delivery  to  the  line 
which  is  cast  in  the  foundry  an  intimate  communication 
between  the  storehouse  and  the  foundry  is  essential. 

LOCATION"    OF    FOUNDRY    AT    ANGUS,    C.    P.    RY. 

At  Angus,  Canadian  Pacific  Railway,  the  foundry  is 
next  to  the  locomotive  shop  and  is  adjacent  to  the  crane 
served  avenue,  or  Midway,  which  traverses  the  shop 
yard.  The  store  house  is  directly  across  the  Midway  from 
the  locomotive  shop  and  it  is  therefore  evident  that  the 
store  house  is  but  a  short  distance  from  the  foundry.  The 
car  erecting  shop  is  adjacent  to  the  Midway  and  the  di- 
rect delivery  of  material  from  the  foundry  to  this  shop  is 
very  convenient.  Castings  are  transferred  in  hand-car 
lots  over  the  industrial  tracks  of  the  Midway. 

The  scrap  and  storage  yard  at  one  side  of  the  foundry 
is  served  by  a  traveling  crane  of  20  tons  capacity  and 
this  yard  is  entered  by  a  delivery  track  connecting  with 
the  general  yard  system  of  tracks.  Beyond  the  end  of 
the  foundry,  opposite  to  the  Midway,  is  additional  stor- 
age space  of  large  area. 

The  pattern  shop  and  storage  building  are  next  to 
the  foundry,  with  the  crane  served  foundry  yard  between 
them. 

LOCATION  AT  BEECH  GROVE.  BIG  FOUR  RY. 

At  the  Beech  Grove  shops  of  the  Big  Four  Railway, 
now  under  construction,  the  foundry  is  at  the  extreme 
end  of  the  yard.  One  side  of  the  foundry  is  served  by 
the  yard  crane,  and  a  platform,  one  side  of  which  is  part- 
ly under  the  yard  crane,  extends  from  the  foundry  to  the 
store  house.  By  this  arangement  there  is  no  unnecessary 


handling  of  castings.  Raw  material  enters  one  side  of 
the  foundry,  and  the  finished  castings  are  taken  directly 
to  their  destination,  or  are  stored  on  the  store  house 
platform,  which  is  in  the  direct  path  of  travel  to  any  de- 
partment. The  pattern  shop,  although  convenient  to  the 
foundry,  is  isolated  from  all  other  buildings  for  fire  pro- 
tection. 

LOCATION   AT  SOUTH   LOUISVILLE,   L.   &   N.  R.   R. 

At  the  South  Louisville  shops  of  the  Louisville  &  Nash- 
ville Railroad,  the  foundry,  with  the  pattern  storage 
building  near  by,  occupies  a  position  at  the  extreme  north 
end  of  the  shop  plant.  The  foundry  is  adjacent  to  a 
crane  served  storage  yard  to  which  the  metal  working 
portion  of  the  plant  is  tributary.  At  the  other  end  of 
this  yard  is  a  transfer  table  pit  at  right  angles  with  the 
crane  served  yard.  This  pit  traverses  the  plant  between 
the  locomotive  shop  and  the  car  department  shops  and 
the  store  house  is  at  the  end  of  the  transfer  table  pit  away 
from  the  storage  yard. 

This  location  of  the  foundry  was  selected  in  pursuance 
of  a  plan  to  enter  all  raw  material  at  the  ends  of  the 
plant  'and  work  it  toward  the  center  where  locomotives 
and  cars  arrive  on  the  transfer  table  ready  for  delivery. 
While  the  foundry  is  not  close  to  the  store  house  and 
other  points  of  destination  for  finished  castings,  it  is  in 
direct  communication  with  them  by  means  of  the  thor- 
oughfare provided  by  the  crane  served  yard  and  the 
transfer  table  pit. 

CRANE  SERVICE. 

Crane  service  is  an  important  factor  in  the  operation  of 
the  up  to  date  foundry.  The  main  bay  is  served  by  one 
or  more  traveling  cranes  operated  electrically  and  one 
or  more  of  the  side  bays  are  sometimes  served  by  a  trav- 
eling hoist,  usually  controlled  by  hand  from  the  floor.  The 
traveling  cranes  are  supplemented  by  portable  jib  cranes, 
so  supported  that  they  may  be  readily  transported  from 
one  location  to  another  as  required.  These  are  operated 
electrically  or  by  hand.  Where  operated  electrically  plug 
connections  are  conveniently  installed  to  provide  for  the 
delivery  of  current. 

The  crane  of  largest  capacity  in  railway  shop  foundry 
service,  of  which  information  is  at  hand  is  in  the  South 
Altoona  foundry  of  the  Pennsylvania  Railroad.  This 
foundry  is  supplied  with  an  unusually  generous  crane 
equipment  which  is  worthy  of  especial  mention. 

The  center  bay  of  the  foundry  is  served  by  a  crane  of 
25  tons  capacity  and  two  cranes  of  12J-4  tons  capacity 
each.  All  of  these  cranes  operate  on  the  same  runways 
with  the  heavier  crane  between  the  other  two.  The  run- 
ways extend  280  feet  beyond  the  walls  of  the  building 
at  each  end.  The  ends  of  the  building  are  so  arranged 
that  these  traveling  cranes  may  run  out  on  the  extended 
runways  and  thus  serve  outdoor  storage  spaces  where 
flasks,  heavy  castings,  etc.,  are  stored,  as  well  as  the  ship- 
ping tracks.  The  brick  walls,  except  for  a  door  12  feet 
wide,  extend  up  to  the  height  of  the  crane  runways  and 
above  them  the  space  is  closed  by  a  lifting  door  which  ex- 
tends the  entire  width  of  the  bay.  This  door  is  made  of 
corrugated  steel,  and  is  arranged  to  swing  inward  so  as 


128 


RAILWAY  SHOP  UP  TO  DATE 


to  allow  the  cranes  to  pass  beneath  it.  It  is  operated  by 
a  mechanism  driven  by  an  electric  motor.  In  addition  to 
these  cranes  serving  the  center,  there  are  a  number  of 
portable  5-ton  jib  cranes  attached  to  the  columns  along 
the  side  of  the  bay. 

The  design  of  the  building  provides  for  each  side  bay 
to  be  served  by  an  electric  traveling  hoist  of  5  tons  ca- 
pacity operating  on  runways  carried  by  the  supporting 
columns  of  the  steel  structure. 

At  Angus  the  center  bay  is  served  by  a  traveling  crane 
of  10  tons  capacity,  and  a  space,  in  the  side  bay,  about 
50  feet  in  length,  devoted  to  the  core  room,  is  served  by 
a  5-ton  traveling  hoist  controlled  by  hand  from  the  floor. 

At  Reading,  the  central  bay  is  served  by  a  crane  of 
10-tons  capacity,  while  a  portion  of  each  side  bay  is 
served  by  a  traveling  air  hoist  of  1-ton  capacity. 

The  floor  of  the  foundry  at  South  Louisville,  is  served 
by  a  crane  of  20  tons  capacity. 

Plans  of  the  foundry  at  Scranton  provide  for  the  cen- 
ter bay  to  be  served  by  a  crane  of  15  tons  capacity  and 
one  of  5  tons  capacity  operating  on  the  same  runways. 
The  runways  will  be  carried  through  one  end  of  the 
building  in  order  that  the  cranes  may  serve  a  casting 
platform  beyond  the  end  of  the  foundry. 

DISPOSITION  OF  WORK. 

The  entire  area  of  the  main  or  central  bay  is  used  as  a 
moulding  floor,  with  the  exception,  sometimes,  of  a  por- 
tion at  one  end  which  is  reserved  for  cleaning  the  heav- 
ier castings  that  require  the  service  of  the  crane.  The 
side  bays  usually  contain  the  cleaning  room  for  lighter 
castings,  foreman's  office,  small  pattern  storage  space, 
fan  rooms,  floor  for  furnaces,  core  ovens,  core  room,  cu- 
polas, moulding  machines,  etc.,  and  the  lavatory  usually 
occupies  a  portion  of  one  side  bay. 

INDUSTRIAL  TRACKS. 

The  main  bay  is  generally  served  by  a  system  of  nar- 
row gauge  industrial  tracks  which  completely  encir- 
cles the  floor  and  frequently  includes  a  track  which  tra- 
verses the  bay  immediately  opposite  the  cupolas.  In  the 
corners  of  the  building  and  at  the  juncture  of  two  tracks 
either  curves  or  turntables  may  be  installed,  however,  the 
turntable  meets  with  greater  favor  as  occupying  less 
space  and  proving  more  satisfactory.  A  similar  indus- 
trial system  serves  the  immediate  storage  yard  and  pro- 
vides for  handling  pig  iron,  scrap,  coke,  etc. 

CHARGING   FLOOR. 

The  charging  floor  is  usually  reached  by  an  electric  or 
hydraulic  elevator,  the  latter  receiving  greater  favor.  At 
Angus  delivery  is  made  to  the  charging  floor  by  the 
crane  serving  the  storage  yard. 

The  charging  platform,  as  a  general  thing,  is  served  by 
narrow  gauge  tracks  of  the  same  gauge  as  the  surface 
industrial  system,  for  delivering  push  cars  to  the  cupola 
charging  door  and  to  the  temporary  storage  spaces.  It 
is  common  practice  to  store  on  the  charging  floor  suffi- 
cient material  to  operate  the  cupolas  for  at  least  one 
day,  in  case  of  emergency.  A  narrow  gauge  track  scale  is 
introduced  in  the  track  system  on  the  charging  floor  be- 
tween the  point  of  delivery  and  the  charging  door. 

At  Reading  there  is  a  transfer  table  on  the  charging 


floor  which  serves  several  spur  tracks.  Several  loaded 
cars  may  be  stored  temporarily  on  these  tracks  and  any 
one  of  them  taken  out  individually. 

CUPOLAS. 

The  railway  shop  foundry  is  usually  equipped  with 
two  cupolas  of  about  18  or  20  tons  capacity  each.  They 
are  generally  so  situated  as  to  be  charged  from  the  same 
charging  floor.  Cupolas  are  placed  in  one  of  the  side 
bays  and  in  such  relation  to  the  center  bay  that  they  may 
be  tapped  in  the  main  floor  within  reach  of  the  traveling 
cranes. 

PATTERN  SHOP. 

Pattern  storage  is  usually  provided  for  in  a  building 
of  fire  proof  or  slow  burning  construction,  located  in  close 
proximity  to  the  foundry.  This  storage  building  is  either 
isolated  or  is  in  connection  with  a  pattern  shop  from 
which  it  is  separated  by  a  fire  wall  having  door-ways  that 
are  equipped  with  sliding  doors  which  are  normally  kept 
closed  and  which  close  automatically  in  the  event  of  the 
temperature  in  the  shop  rising  sufficiently  to  melt  the 
fuse  controlling  the  operating  mechanism. 

PATTERN    SHOP   AT    ANGUS,    CANADIAN    PACIFIC   RY. 

At  Angus  the  pattern  shop  is  in  a  two  story  building 
occupying  a  ground  space  82  feet  by  50  feet.  The  build- 
ing is  of  brick  and  the  roof  is  supported  by  wooden  col- 
umes  dividing  the  floor  space  into  three  bays.  Patterns 
are  stored  in  a  fire  proof  building  of  concrete  and  steel 
construction,  150  feet  long  by  100  feet  wide.  The  roof 
is  supported  by  20  inch  I  beams  at  15  foot  centers,  carried 
on  the  side  walls  and  resting  on  a  row  of  steel  columns 
through  the  center  of  the  building. 

PATTERN    SHOP   AT    SOUTH    ALTOONA,    PENNSYLVANIA   R.    R. 

At  South  Altoona  the  pattern  shop  and  storage  room 
are  in  the  same  building  but  in  two  distinct  sections.  The 
building  is  of  brick,  386  feet  long  by  91  feet  wide.  The 
section  occupied  by  the  pattern  shop  is  one  story  high  (16 
feet  from  the  floor  to  the  underside  of  the  roof  trusses) 
and  193  feet  long,  while  the  pattern  storage  section  is 
180  feet  long  and  three  stories  high. 

The  frame  work  of  the  section  occupied  by  the  pattern 
shop  is  of  steel.  Ample  natural  light  is  provided  by  large 
window  areas  in  the  walls  and  by  glass  in  the  skylight. 
Work  benches  are  placed  along  the  side  walls  and  ma- 
chines are  grouped  in  the  middle  of  the  shop. 

The  shop  is  lighted  by  32  enclosed  arcs,  and  each  work 
bench  is  provided  with  a  16-candle  power  incandescent 
light. 

The  pattern  storage  section  is  separated  from  the  pat- 
tern shop  by  a  12  foot  hallway,  which  contains  the  ele- 
vators and  stairs.  The  framework  of  this  part  of  the 
building  is  of  heavy  timber  construction.  It  is  divided  by 
brick  walls  into  three  sections  and  the  doors  between  these 
sections  are  of  steel  and  normally  closed.  This  part  of 
the  building  is  equipped  with  a  sprinkler  service,  which  is 
operated  by  valves  placed  outside  of  the  building.  Open- 
ings are  made  in  the  side  walls  at  each  floor  to  prevent 
the  floor  from  becoming  overloaded  in  case  one  of  the 
rooms  is  flooded.  Each  section  is  provided  also  with 
fire  extinguishers  and  fire  hose. 


FOUNDRY 


129 


All  patterns  except  the  very  large  ones  are  stored  on 
shelves,  and  so  arranged  that  they  may  be  located  read- 
ily by  means  of  a  card  index  system,  and  can  easily  be 
returned  to  their  proper  places  on  the  shelves. 

The  storage  section  of  the  building  is  lighted  by  in- 
candescent lights.  . 

A  narrow  gauge  track  extends  from  this  department 
to  the  foundries  to  facilitate  the  delivery  and  return  of 
patterns. 

WHEEL  FOUNDRY. 

The  most  notable  examples  of  wheel  foundries  oper- 
ated by  railways  are  those  of  the  Canadian  Pacific  at 
Angus,  the  Chicago,  Milwaukee  &  St.  Paul  at  Milwaukee 
and  the  Pennsylvania  at  South  Altoona.  At  these  points 
foundry  practice  in  making  cast  iron  car  wheels  has  at- 
tained a  high  degree  of  development.  These  three  foun- 
dries are  operated  much  on  the  same  principle  and  the 
general  features  in  the  design  of  the  buildings  are  similar, 
though  they  may  vary  to  some  extent  in  point  of  detail. 
In  all  of  them  the  straight  floor  system  of  moulding  is 
used;  each  floor  is  provided  with  an  overhead  trolley 
hoist  which  travels  the  length  of  the  floor,  and  a  number 
of  labor  saving  devices  have  been  introduced. 

At  each  of  these  foundries  the  building  is  a  steel  struc- 
ture with  brick  walls.  The  building  contains  a  single 
large  working  area  on  which  the  moulding  floors  are  ar- 
ranged and  an  addition  along  one  side  providing  for  the 
auxiliary  departments,  cupola,  charging  floor,  core 
ovens,  blower  room,  etc.  Annealing  furnaces,  served  by 
traveling  cranes  occupy  positions  at  one  or  both  ends  and 
a  shipping  platform  is  arranged  at  one  end  or  along  one 
side  to  suit  local  conditions. 

WHEEL   FOUNDRY   AT    ANGUS,    CANADIAN    PACIFIC   RY. 

The  wheel  foundry  at  Angus,  Canadian  Pacific  Rail- 
way, is  the  most  likely  illustration  of  the  location  of  a 
wheel  foundry  as  a  component  part  of  a  railway  shop 
plant.  It  is  located  where  ample  space  is  available  for 
the  storage  of  pig  iron,  scrap  wheels,  sand,  etc.,  and 
where  the  foundry  is  convenient  for  the  direct  delivery  of 
wheels  to  the  truck  shop.  The  wheel  foundry  is  at  one 
edge  of  the  area  occupied  by  shop  buildings  where  the 
delivery  of  material  offers  no  impediment  to  general  yard 
traffic  and  between  the  wheel  foundry  and  the  truck  shop 
is  a  large  area  for  the  temporary  storage  of  wheels.  The 
provision  for  this  storage  space  is  worthy  of  more  than 
mere  passing  mention  for  the  experience  of  the  Angus 
shops  indicates  that  the  absence  of  such  a  storage  yard 
in  close  proximity  to  the  truck  shop  would  have  been  a 
serious  handicap. 

The  wheel  foundry  is  187  feet  long  by  107  feet  wide, 
the  area  within  these  dimensions  including  the  moulding 
floors  and  the  annealing  pits.  An  additional  portion  of 
the  building  90  feet  long  by  27  feet  wide  includes  two 
cupolas  and  the  various  auxiliary  features.  The  anneal- 
ing pits  are  at  one  end  of  the  foundry  and  the  shipping 
platform  is  at  this  end  immediately  outside  of  the  building. 
The  floor  above  the  annealing  furnaces  is  4  feet  above  the 
main  floor  of  the  foundry  and  on  the  same  level  as  the 
shipping  platform.  The  annealing  furnaces  are  served  by 


a  single  crane  spanning  the  entire  space  occupied  by 
them.  The  foundry  has  a  capacity  of  300  wheels  per 
day.  The  wheels  are  poured  on  15  floors  of  20  wheels 
each. 

WHEEL  FOUNDRY  AT  MILWAUUEE,  C.,  M.  &  ST.  P.   RY. 

The  present  wheel  foundry  at  Milwaukee,  Chicago, 
Milwaukee  &  St.  Paul  Railway,  is  modern  in  every  par- 
ticular and  replaced  an  old  wheel  foundry  which  operated 
seven  circular  floors,  pouring  26  wheels  to  the  floor,  with 
a  total  daily  capacity  of  182  wheels.  The  new  foundry 
has  a  capacity  of  600  wheels  per  day.  The  entire  build- 
ing is  364  feet  long  with  a  maximum  width  of  159  feet, 
this  width  including  a  lean-to  31  feet  wide,  which  con- 
tains the  cupolas,  wheel  stacking  room,  core  ovens,  etc.  A 
brick  curtain  wall  separates  the  core  room  and  cupola 
house  from  the  remainder  of  the  foundry  and  the  blower 
room  which  is  on  a  level  with  the  cupola  platforms,  is 
entirely  enclosed  and  is  provided  with  a  concrete  floor. 
The  foundry  is  divided  into  24  floors  of  24  wheels  each 
and  this  portion  occupies  a  space  288  feet  by  128  feet. 
The  cupola  house  is  96  feet  5  inches  by  31  feet.  The 
annealing  furnaces  occupy  a  space  approximately  125 
feet  by  40  feet  8  inches.  The  pits  are  spaced  6  feet  be- 
tween centers.  There  are  144  pits,  each  36  inches  in  dia- 
meter and  having  a  capacity  of  16  wheels.  The  pits  are 
of  steel  plate,  lined  with  fire  brick  and  having  a  double 
layer  in  the  bottom.  The  annealing  floor  is  4  feet  3 
inches  above  the  foundry  floor  and  has  a  concrete  retain- 
ing wall. 

The  cupolas  are  of  the  manufacturers  standard  type, 
96  inches  in  diameter  and  lined  to  a  diameter  of  78  inches. 
Each  has  a  wind  box  118  inches  in  diameter  and  the 
height  from  the  floor  to  the  top  of  the  stack  is  50  feet. 
The  cupolas  are  so  located  that  each  one  can  conveniently 
serve  12  of  the  floors.  The  total  melt  of  the  two  cupolas 
is  about  220  tons,  or  at  the  rate  of  20  tons  per  hour  each. 
They  are  provided  with  operator's  platforms,  which  like- 
wise serve  as  platforms  for  the  tapper. 

The  cupolas  practically  divide  the  foundry  into  halves 
and  each  has  a  capacity  to  serve  12  floors.  The  ladle 
track  is  in  front  of  the  cupolas,  while  the  hot  wheel  track 
is  on  the  opposite  side,  with  the  floors  arranged  transverse- 
ly between  them.  The  trolley  hoists  serving  the  floors 
are  operated  by  compressed  air.  The  cylinder  and  valves 
for  the  hoist  are  supported  on  the  wall  at  the  side  of  the 
foundry  opposite  to  the  cupolas  where  they  are  out  of 
the  way  of  dust  and  dirt  from  the  floors. 

Two  trains  of  hot  metal  cars  operate  on  a  narrow 
gauge  track,  each  traversing  half  the  length  of  the  foun- 
dry. Each  train  is  made  up  of  4  cars  and  is  moved  by  a 
rope  haulage  system  operated  by  an  electric  motor,  con- 
trolled by  the  operator  in  charge  of  the  receiving  ladle. 
Each  car  will  hold  two  ladles  of  1,000  Ibs.  capacity  each. 
One  loaded  ladle  is  placed  at  one  end  of  the  car,  leaving 
room  for  an  empty  ladle  at  the  other  end. 

The  cars  are  so  spaced  as  to  serve  four  floors  at  the 
same  time.  The  ladle  is  transferred  form  the  car  to  any 
desired  point  over  the  floor  by  the  trolley  hoist  where 
the  metal  is  poured  and  the  ladle  relumed  to  the  car. 


130 


RAILWAY  SHOP  UP  TO  DATE 


When  the  wheel  is  sufficiently  cool  it  is  shaken  out  and 
gripped  on  the  edge  by  tongs  depending  from  the  trolley 
hoist.  When  lifted  it  is  suspended  in  a  vertical  position 
and  the  loose  sand  which  does  not  fall  away  when  the 
wheel  is  raised  can  be  knocked  off  with  a  sledge.  This 
edge  grip  places  the  wheel  in  position  to  be  deposited  by 
the  hoist  on  the  buggies  which  operate  over  the  hot  wheel 
tracks  along  the  ends  of  the  floors.  Methods  in  more 
common  use  for  handling  hot  wheels  with  the  hoist  pro- 
vide for  gripping  the  wheel  at  three  points  and  lifting  it 
to  a  horizontal  position.  Hot  sand  is  then  shoveled 
from  the  upper  side  of  the  wheel  and  rapped  from  the 
bottom. 

The  hot  wheel  buggies  are  operated  in  trains  of  four 
cars  each  over  two  tracks.  The  buggies  have  a  capacity 
of  one  wheel  each  and  are  operated  by  a  rope  haulage 
system,  similar  to  that  operating  the  hot  ladle  buggies. 
Their  movement  is  controlled  by  an  operator  on  a  sta- 
tionary platform  attached  to  the  side  of  the  building  and 
overlooking  the  tracks. 

The  buggies  convey  the  wheels  to  the  end  of  the  foun- 
dry at  which  the  annealing  pits  are  located.  The  pits  are 
served  by  three  special  1  ton  electric  traveling  cranes. 
Each  crane  serves  two  rows  of  pits  and  is  equipped  with 
two  1,000-lb.  hoists  from  which  center  bore  tongs  are 
suspended.  Wheels  are  lifted  from  the  buggies  by  these 
tongs  and  deposited  in  the  pits  to  be  annealed. 

Connection  between  the  hot  ladle  tracks  and  the  hot 
wheel  tracks  is  made  by  means  of  a  narrow  gauge  track 
outside  of  the  building  equipped  with  turn  tables  at  the 
points  of  juncture.  The  same  track  system  provides  for 
connection  to  the  storage  yard.  The  storage  yard  is 
well  provided  with  a  narrow  gauge  industrial  track  for 
the  delivery  of  material. 

Before  the  wheels  are  lifted  from  the  buggies  by  the 
pitting  cranes,  the  heads  are  knocked  off  of  the  wheels 
and  they  are  conveyed  in  buggies  over  these  industrial 
tracks  to  the  storage  yard,  where  they  are  used  for  mak- 
ing up  charges  for  the  cupolas. 

The  cupola  charging  floor  is  served  by  two  pneumatic 
elevators  of  4  tons  capacity  each,  having  20  inch  cylin- 
ders with  11  foot  stroke  and  a  lift  of  22  feet.  Each  ele- 
vator has  a  steel  cage  6  by  8  feet  and  is  provided  with 
tracks  on  which  coke,  pig  iron  and  scrap  buggies  are  car- 
ried from  the  ground  floor  to  the  charging  room.  In  ad- 
dition to  two  main  tracks  there  are  four  storage  tracks  on 
the  charging  floor  on  which  coke  and  metal  can  be  stored 
while  the  heat  is  in  progress.  Turn  tables  are  conven- 
iently located  so  that  both  cupolas  are  amply  provided 
for.  In  addition  to  the  pneumatic  elevators  the  floor  can 
be  reached  by  a  steel  staircase  from  the  charging  de- 
partment. 

Metal  from  the  cupolas  is  tapped  into  10-ton  receiving 
ladles  which  are  tilted  by  13  horse  power  electric  motors 
operated  from  an  adjoining  platform  by  the  operator  who 
controls  the  hot  ladle  cars.  The  receiving  ladles  are 
equipped  with  skimming  spouts  and  are  provided  with  an 
emergency  hand  power  mechanism  beneath  the  operator's 
platform.  The  operator  is  shielded  by  a  steel  protecting 
plate. 


The  three  core  ovens  are  served  by  a  small  transfer 
table  which  provides  for  shifting  and  distributing  the 
special  buggies  on  which  the  cores  are  run  into  the  ovens. 
These  buggies  are  really  portable  shelves  on  which  they 
remain  while  in  the  ovens.  Cores  are  delivered  to  the 
various  floors  by  being  placed  on  platforms  and  carried 
to  their  destinations  by  the  hot  ladle  cars. 

WHEEL  FOUNDRY  AT  SOUTH  ALTOONA,  PENNSYLVANIA  R.   R. 

The  wheel  foundry  at  South  Altoona  has  a  capacity  of 
900  wheels  per  day.  The  interior  is  a  single  room  600 
feet  long  by  186  feet  wide,  with  no  divisions  between  the 
moulding  floors,  annealing  pits  and  cleaning  rooms,  but 
with  a  space  410  feet  by  60  feet  enclosed  for  the  cupola, 
sand  storage,  core  and  wash  rooms.  These  rooms  have 
brick  partitions.  The  side  walls  include  large  areas  of 
glass  and  the  monitors,  which  extend  across  each  section 
of  the  building,  have  skylights  extending  their  entire 
length,  with  the  result  that  ample  natural  light  is  pro- 
vided. The  monitors  are  wide  and  high  and  equipped 
with  swinging  sash,  thus  affording  good  ventilation. 

With  the  exception  of  the  cleaning  room  and  annealing 
pits  at  each  end  of  the  building,  the  foundry  is  divided 
into  three  working  divisions.  Each  division  includes  12 
moulding  floors  of  25  wheels  each  and  is  served  by  two 
86  inch  cupolas.  Each  cupola  has  a  capacity  of  12  tons 
per  hour. 

The  core  room  is  equipped  with  two  sets  of  three 
ovens.  A  coke  furnace  beneath  each  oven  is  fired  from  a 
pit  under  the  core  room  floor.  It  has  two  flues  which 
deliver  the  gases  to  the  rear  corners  of  the  oven,  where 
they  rise,  pass  up  through  the  shelves  at  the  back  to  the 
top  and  then  return  to  the  floor  and  to  the  outlet  at  the 
lower  front  corner.  In  the  center  of  each  oven  is  a  ver- 
tical shaft  with  collars  which  support  seven  shelves  of 
3-16  inch  perforated  tank  steel  10  feet  6  inches  in  dia- 
meter and  spaced  13l/s  inches  apart.  The  shelves  are 
mounted  on  ball  bearings  and  revolve  independently. 

Between  the  two  sets  of  ovens  is  a  sand  bin  40  feet  by 
28  feet  10  inches,  having  a  capacity  of  550  tons,  with 
wooden  walls  2%  inches  thick,  supported  by  an  outside 
steel  frame  work  of  12  inch  I  beams. 

Two  sets  of  annealing  pits  occupy  positions  at  oppo- 
site ends  of  the  foundry.  The  space  covered  by  the  pits 
at  each  end  is  approximately  140  feet  by  41  feet.  The 
pits  are  enclosed  by  masonry  retaining  walls  which  rise 
about  8  feet  above  the  foundry  floor.  The  walls  thus 
form  a  large  pit  which  contains  the  annealing  furnaces 
or  cylinders.  The  bottom  of  this  pit  is  covered  with  6 
inches  of  concrete,  sloping  toward  one  corner  for  drain- 
age. The  furnaces  are  arranged  in  four  rows,  25  in  each 
row,  and  are  carried  on  concrete  benches  or  platforms 
18  inches  above  the  bottom  of  the  pit.  The  rows  are  ar- 
ranged on  11  foot  centers  and  the  furnaces  are  18  inches 
apart.  Each  furnace  has  a  capacity  of  25  wheels.  It  is 
made  of  24  inch  sheet  steel,  is  16  feet  deep,  and  is  lined 
with  fire  brick  6  inches  thick.  The  space  between  the 
supporting  platforms  is  filled  with  coarse  broken  stone. 
Between  the  furnaces  is  a  layer  of  fine  stone  and  above 
this  the  space  is  filled  with  green  and  burned  sand  ex- 
tending to  the  top  of  the  wall. 


FOUNDRY 


131 


Each  lot  of  annealing  furnaces  is  served  by  a  traveling 
crane  having  a  span  of  44  feet  and  a  capacity  of  4,000 
Ibs.  This  crane  has  four  independent  hoists,  spaced  11 
feet  apart,  each  driven  by  a  ly?  horse  power  motor,  con- 
trolled separately  from  the  cab.  The  crane  is  operated 
by  a  10  horse  power  motor  and  traverses  at  a  speed  of 
500  feet  per  minute.  The  hoists  operate  at  speeds  up 
to  100  feet  per  minute.  There  is  a  spare  hoist  on  the 
bridge  and  an  extra  motor  for  traversing  which  can  be 
connected  quickly  in  case  of  accident  to  the  regular 
motors. 

A  space  11  feet  wide  is  devoted  to  each  moulding  floor 
and  a  row  of  25  flasks  are  set  on  a  pair  of  rails  spaced 
24  inches  apart.  The  trolley  hoists  serving  the  floors  are 
operated  electrically  and  both  the  traversing  and  hoist- 
ing operations  are  controlled  by  one  handle  which  can 
be  reached  conveniently  from  the  floor.  They  have  sev- 
eral hoisting  speeds,  ranging  from  16  to  75  feet  per  min- 
ute and  a  range  of  traversing  speeds  up  to  400  feet  per 
minute.  The  nominal  capacity  is  a  lift  of  1,000  Ibs.,  at 
60  feet  per  minute. 

Each  pair  of  cupolas  discharges  into  a  delivery  ladle 
of  14,000  Ibs.  capacity,  consisting  of  a  brick  lined  steel 
shell  mounted  on  trunnions.  The  ladles  are  tilted  by  a 
chain  which  passes  over  a  sheave  on  the  end  of  the  trun- 
nion shaft  and  is  operated  by  an  hydraulic  cylinder  lo- 
cated underneath  the  bed  plate  and  controlled  by  a  valve 
conveniently  placed.  The  delivery  ladle  is  so  arranged 
that  the  flow  from  the  cupola  does  not  have  to  be  stopped 
while  the  ladle  is  being  tilted  to  supply  the  pouring  ladles. 

The  storage  yard  is  well  provided  with  a  narrow  gauge 
industrial  system  for  the  delivery  of  material.  The 
charging  floor  is  served  by  an  hydraulic  elevator  of  5 
tons  capacity. 

FOUNDRY  SYSTEMS  AT  ANGUS,   CANADIAN   PACIFIC  RY. 

A  brief  outline  of  the  operation  of  the  foundries  at 
Angus  is  interesting  as  referring  to  the  practices  of  a 
railway  shop  plant  which  has  successfully  operated  both 
wheel  and  gray  iron  foundries  for  several  years.  The 
two  foundries,  gray  iron  and  wheel,  turn  out  the  major- 
ity of  gray  iron  castings  for  the  entire  system  and  the 
total  wheel  supply  for  the  road.  They  are  treated  very 
much  as  the  railroad  company  would  treat  an  outside 
concern,  so  that  the  same  service,  or  better,  may  be  ex- 
acted from  them  as  would  be  expected  from  outside  foun- 
dries. They  are  operated  by  the  car  department  and 
the  master  car  builder  is  directly  responsible  for  them. 
At  the  same  time  the  total  intake  of  raw  material  and  the 
output  of  finished  castings  are  considered  as  the  property 
of  the  general  storekeeper  and  in  order  that  accurate  ac- 


count may  be  kept  and  reported  to  this  official,  the  in- 
take and  output  are  checked  and  weighed  by  employees 
of  the  store  department. 

Material  passing  through  the  gray  iron  foundry  is 
taken  care  of  by  two  foundry  checkers  and  one  foundry 
clerk,  whose  offices  are  located  in  the  scale  room  through 
which  all  material  must  pass  on  its  way  to  the  cupolas, 
so  that  nothing  goes  into  the  cupolas  without  first  cross- 
ing the  scales  and  being  correctly  weighed  by  the  clerk 
of  the  stores  department.  These  weights  are  posted  in 
a  book  kept  for  the  purpose  and  the  total  cost  covering 
intake  of  the  foundry  is  made  up  from  these  records  of 
material  used.  All  material  required  for  the  operation 
of  the  foundry  is  so  recorded  and  is  issued  without  the 
usual  shop  form.  This  includes  material  delivered  to  the 
cupolas,  such  as  pig  iron  of  various  brands,  broken 
wheels,  scrap,  coke,  manganese,  etc.,  as  well  as  material 
used  in  the  foundry  proper  such  as  sand,  facings,  flour, 
hay,  etc. 

As  it  would  naturally  be  an  inadvisable  proposition  to 
deliver  castings  from  the  foundry  to  the  store  house  and 
then  rehandle  them  to  the  several  shops,  the  foundry  is 
considered  much  in  the  light  of  a  sub-store  house,  or  petty 
store,  as  far  as  deliveries  are  concerned.  Therefore  all 
castings  for  the  several  departments  are  loaded  in  lorry 
loads  of  about  two  tons  each,  classified  according  to  the 
department  to  which  the  load  is  to  be  delivered  in  order 
that  material  for  different  departments  will  not  become 
confused  and  the  castings  are  delivered  direct  to  the  shop 
in  which  they  will  be  assembled  or  machined.  Line  ship- 
ments, however,  are  sent  to  the  store  house  where  they 
are  loaded  into  cars  and  forwarded  to  their  several  desti- 
nations. 

The  output,  allowing  for  shrinkage,  is  always  a  check 
on  the  intake,  yet,  in  order  that  correct  record  may  be 
arrived  at,  all  castings  made  in  the  gray  iron  foundry 
when  cleaned  and  ready  for  delivery,  are  checked  as  to 
pattern  numbers,  weighed,  and  as  each  load  is  checked 
on  the  scale  the  list  of  various  items  making  up  the  load 
is  signed  by  the  foundry  checker  (who  retains  a  copy  of 
the  same)  and  handed  back  to  the  representative  of  the 
foundry  foreman  as  his  authority  for  delivery. 

The  wheel  foundry  is  handled  on  precisely  the  same 
line  as  that  outlined  for  the  gray  iron  foundry,  except 
that  wheels  for  line  shipments  are  not  delivered  to  the 
store  house,  but,  are  loaded  from  the  foundry  platform 
to  prevent  any  unnecessary  handling.  All  wheels  are 
charged  at  the  same  price  per  100  Ibs.,  as  are  ordinary 
castings  with  the  exception  of  cylinders  and  wheel  cen- 
ters. The  total  cost  is  arrived  at  by  adding  pay  rolls  to 
value  of  material  used,  plus  shop  expense  charges. 


132 


RAILWAY  SHOP  UP  TO  DATE 


FOUNDRY 


133 


HOIST  E!ND 
ELEVATION 


DETAILS    OF   FLOOR,    TROLLEY  HOIST   MECHANISM  IN   WHEEL  FOUNDRY  AT  MILWAUKEE,  WIS.,  C.  M.  &  ST.  P.  BY. 


fc      "L , 


1    ' 


If,    i  near 

fti 


i 

j. 


ft= 


s> 


PLAN  OF  WHEEL  FOUNDRY  AT  ANGUS,  C.  P.  RY. 


CROSS  SECTION  OF   WHEEL  FOUNDRY  AT  ANGUS,  C.  P.  RY. 


134 


RAILWAY  SHOP  UP  TO  DATE 


FOUNDRY 


135 


CROSS  SECTIONS  OF  FOUNDRY  AT  READING,  PA.,  P.  &  R.  R.  R. 


r 

i 

/**• 

I 

Co*-«  Movld«r9                                                             Bra»s  Fourxlry                                                           f    ^forog^ 
Oven  5                                                                                                                                                                                                    J_  

*o 

:                        j»; 

t~    5   '       /        "        *^\    *"  "  "* 

"  '                       ^^ 

^             3                   "* 

\^                     ^/                                Castings 

•ft  Crvrnf 
Tbn,  2S'S*r/nff 

\ 

Stanford  G&irc                   "^ 

jTJfcff 

\GTr<7* 

x- 

>«]htOMM                              *>v! 

rr*""?^/ 

**_j_j  •  •  < 

^—  ^ 

3 

'             N.  Cn»"«                                                                                      S  ^  ^ 
•                    .                    .                   fc".                    .                    •-•                   .              ^    y     -  •'  -   . 

JL 

C  [  —  —  'tfonivay  for  Ont  Ton  irvrn*  * 

\- 

•*!£     !     Churning              ±  r  1 
JJ£    |         Machines        8  1  s- 

8'ower     Room 
A/SV  ?0 
ir^g                  q  Ffffafor- 

/V   TOy  to-  eirr,  3&a  Cm    «                              |      ^ 

|    «j-f/g»:  Ptat-form 
•—  J  Coo.  J«W  /A*. 

*''*'                                                                                         Vn-rrrPH  1  1  H    '  Wash]   Room  8?W  l*'rf 

K 

""""lUlUl  '_/«*ra!J  iT^^*1 

PLAN  OF  FOUNDRY  AT  READING,  PA.,  P.  &  R.  R.  R. 


'U  ui  _ 


'•=«=  ''"t  i-!  -?  ?«» 

_    u  DiiD  D 


li 

;  ; 


_ 

:  :  :•:  '• 


n 


n 


on 
nn 


nnn 


onn 
nn 


tq 


'(  i  i  ! 

9  -  11  —  -I 


on 
nn 
nn 


PLAN.  ELEVATIONS  AND  SECTIONS  OF  PATTERN  SHOP  AND  STORAGE  BLDG.  AT  S.  ALTOONA,  PA..  P.  R.  R. 


136 


RAILWAY  SHOP  UP  TO  DATE 


tf 


01 

Q 
o 


§ 


FOUNDRY 


137 


END  ELEVATION  OF  GRAY  IRON  FOUNDRY  AT  SOUTH  ALTOONA,    PA.,    P.    R.   R. 


CROSS    SECTION    OF    GRAY    IRON    FOUNDRY   AT    SOUTH   ALTOONA.    PA.,    P.    R.    R. 


SIDE   ELEVATION   OF   GRAY    IRON   FOUNDRY   AT   SOUTH   ALTOONA,    PA..    P.    R.    R. 


138 


RAILWAY  SHOP  UP  TO  DATE 


n 


END    ELEVATION    OP    WHEEL    FOUNDRY   AT    SOUTH  ALTOONA,    PA.,    P.    R.    R. 


CROSS    SECTION    OF    WHEEL    FOUNDRY    AT    SOUTH  ALTOONA,    PA.,    P.    R.    R. 


J 


PARTIAL    LONGITUDINAL    SECTION    OP    WHEEL    FOUNDRY   AT    SOUTH    ALTOONA,    PA.,    P.    R.    R. 


Shipping  Piatfonrt 


s, 


Cleaning  K'oam 


QOOO   OOOO   OOOO  OOOO   OOOO   OOOO  OOOO  OOO 


Capofa  Room 

\kborn 


Cupola  ffoom 


C(-fofa  fbo/n ' 


I  .cof/n 

11=, 


Cleaning  ftxm 


PLAN    OF    WHEEL    FOUNDRY    AT    SOUTH    ALTOONA,    PA.,    P.    R.    R. 


RAILWAY  SHOP  UP  TO  DATE 


139 


DETAILS  OF  CORE  OVENS  IN  WHEEL  FOUNDRY  AT  SOUTH  ALTOONA,    PA.,   P.   R.   R. 


'  "  •••••'.';  ~^~~" ":'////////. 


. / 


ARRANGEMENT  OF  HOT  LADLE  CARS  IN  FRONT  OF  CUPOLA  IN  WHEEL  FOUNDRY  AT  SOUTH  ALTOONA.   PA.,  P.  R.  R. 


Railway  Shop  Up   To  Date 

Chapter  X 


POWER  PLAN'i 


THE  power  plant  of  the  modern  railway  shop  has 
been  developed  into  one  of  its  most  important 
features.  Until  about  fifteen  years  ago  power 
for  a' railway  shop  was  generated  in  several  boiler  and 
engine  rooms  situated  at  different  points  about  the 
•jhop  plant.  At  some  shops  a  single  boiler  house  pro- 
vided steam  for  several  engines  situated  at  different 
points.  The  latter  were  usually  located  in  annexes  to 
the  principal  shop  buildings  and  belted  to  line  shafts 
At  a  number  of  shops  built  within  a  later  period  this 
same  practice  was  followed  in  providing  for  the  dis- 
tribution of  power.  It  is  only  within  comparatively 
recent  years  that  a  single  power  house  has  been 
installed  as  the  center  of  generation  and  distribution 
of  all  power  for  a  railway  shop  plant. 

The  introduction  of  electrical  equipment  into  rail- 
way shop  operation  has  brought  about  the  concentra- 
tion of  all  power  generating  apparatus  in  a  single 
building.  It  is  now  the  universal  practice  to  generate 
power  at  one  central  point  and  distribute  electrical 
power  to  the  various  points  of  consumption.  A  plant 
capable  of  developing  all  power  necessary  for  the  ope- 
ration of  the  entire  shop  is  located  as  near  as  possible 
to  the  theoretical  center  of  distribution.  All  power  for 
driving  machines  and  for  providing  artificial  light,  is 
led  from  this  central  plant  to  the  various  buildings  by 
electric  current. 

The  railway  shop  power  plant  of  to-day  exemplifies 
a  state  of  development  representative  of  the  best  engi- 
neering skill  and  experience.  The  character  of  the 
building  in  which  the  power  generating  apparatus  is 
housed  indicates  careful  design,  and  illustrates  a  prac- 
tical provision  for  the  peculiar  requirements  which 
the  plant  must  meet.  The  details  of  the  steam,  me- 
chanical and  electrical  apparatus  are  worked  out  to 
advantage  and  it  may  be  said  that  the  building  with  its 
equipment  and  machinery  is  but  a  complete  machine 
for  the  generation  of  power  and  for  the  delivery  of 
power  to  the  transmission  lines. 

LOCATION. 

Che  location  of  the  power  house  should  be  as  near  as 
possible  to  the  center  of  distribution,  determined  by  the 
power  consumption  of  the  machinery  in  the  various  shop 
buildings.  The  point  of  greatest  consumption  is  the  loco- 
motive machine  shop  and  next  in  order  is  the  planing 
mill. 

The  refuse  produced  by  the  planing  mill  is  commonly 
delivered  to  the  power  house  where  it  is  used  as  fuel 
for  at  least  a  portion  of  the  boiler  equipment.  In  view 
of  the  large  bulk-  of  the  shavings',  etc.,  its  economical 
delivery  represents  a  considerable  factor  in  expense.  By 
situating  the  power  house  near  the  planing  mill,  refuse 


from  the  lumber  passing  through  the  machines  is  deliv- 
ered by  a  system  of  air  ducts  direct  from  the  floor  of 
the  mill  to  a  vault  in  the  power  house  and  from  the 
vault  the  shavings  are  led  to  the  grates  beneath  the  boilers 
as  required. 

BUILDING. 

It  is  generally  considered  that  architectural  embel- 
lishment is  out  of  place  in  connection  with  any  of  the 
buildings  of  a  railway  shop  plant.  The  power  house  is 
made  to  conform  to  the  general  architectural  scheme  of 
the  other  buildings,  yet  it  is  usually  more  attractive  and 
pleasing  in  its  appearance.  Being  a  comparatively 
small  building  and  at  the  same  time  a  very  prominent 
one,  additional  care  in  improving  its  appearance  does 
not  seem  out  of  place. 

The  power  house  is  usually  a  rectangular  building, 
and  almost  square.  The  material  is  generally  the  same  as 
that  of  the  other  buildings  of  the  plant  and  is  most  com- 
monly brick.  The  power  house  at  the  Elizabethport  shops 
of  the  Central  Railroad  of  New  Jersey  is  of  concrete  and 
in  keeping  with  the  other  shop  buildings  at  that  point. 

The  building  is  usually  divided  longitudinally  by  a 
wall  extending  the  full  length.  Occasionally  this  dividing 
wall  is  built  transversely.  This  provides  separate  rooms 
for  the  boilers  and  engines. 

The  roof  is  generally  supported  by  steel  trusses,  rest- 
ing on  the  side  walls,  which  are  sometimes  reinforced  by 
pilasters,  but  the  trusses  are  occasionally  supported  by 
independent  steel  columns  tied  to  the  walls  for  stability. 

The  roof  usually  slopes  outward  from  the  dividing 
wall  to  the  exterior  side  walls.  This  is  reversed  at 
the  Milwaukee  power  house  of  the  C.,  M.  &  St.  P. 
Railway  where  the  roof  slopes  inward  toward  the 
dividing  wall. 

The  modern  power  house  is  well  lighted,  a  large  pro- 
portion of  the  walls  being  given  to  the  windows.  Venti- 
lation is  provided  for  by  a  monitor  over  the  roof  of  each 
room. 

The  height  of  floor  above  grade  varies  and  seems  to 
follow  no  general  rule.  The  more  common  arrange- 
ment is  with  the  floor  of  the  boiler  room  on  a  level 
with  the  ground  and  the  floor  of  the  engine  room  sev- 
eral feet  higher.  In  some  cases  both  are  on  the  ground 
level  and  occasionally  both  floors  are  on  the  same 
level  and  elevated  above  the  ground. 

It  is  now  very  common  practice  to  provide  a  base- 
ment beneath  the  engine  room  to  accommodate  aux- 
iliary apparatus,  exhaust  piping,  etc.,  and  in  a  few 
instances  live  steam  pipes  are  carried  in  the  basement. 

The  provision  of  a  basement  beneath  the  boiler  room 
depends  on  the  arrangement  of  the  coal  and  ash  hand- 
ling equipment.  In  some  plants  each  is  delivered  to 


140 


POWER  PLANT 


141 


a  conveyor  system  beneath  the  floor  and  sometimes 
a  commodious  tunnel  is  provided  for  this  purpose. 

The  dimensions  of  power  houses  naturally  vary  at 
different  points  and  it  is  interesting  to  note  the  sizes 
of  several  prominent  ones.  The  power  house  at 
Topeka,  A.,  T.  &  S.  F.,  Ry.,  is  176  feet  by  57  feet  &/> 
inches ;  at  Du  Bois,  B.,  R.  &  P.  Ry.,  90  feet  by  60  feet ; 
at  Angus,  C.  P.  Ry.,  160  feet  by  100  feet;  at  Danville, 
C.  &  E.  I.  R.  R.,  100  feet  by  90  feet;  at  Milwaukee, 
C.,  M.  &  St.  P.  Ry.,  100  feet  by  97  feet;  at  Silvis,  C, 
R.  I.  &  P.  Ry.,  154  feet  6  inches  by  104  feet  11  inches ; 
at  Elizabethport.  C.  R.  R.  of  N.  J.,  118  feet  by  101 
feet;  at  Collinwood,  L.  S.  &  M.  S.  Ry.,  132  feet  by  85 
feet;  at  South  Louisville,  L.  &  X.  R.  R.,  141  feet  4 
inches  by  110  feet;  at  Reading,  P.  &  R.  R.  R.,  175  feet 
by  112  feet;  at  McKees  Rocks,  P.  &  L.  E.  R.  R.,  100 
feet  by  75  feet. 

While  the  rule  is  not  followed  without  exception,  the 
boiler  room  is  usually  of  the  same  dimensions  as  the 
engine  room,  the  interior  of  the  building  being  divided 
equally  by  a  longitudinal  wall.  At  Topeka,  the  build- 
ing is  divided  by  a  transverse  wall  and  the  building  is 
long  and  narrow  as  compared  with  other  power  houses. 
This  is  probably  due  to  the  rather  limited  space  which 
could  be  allotted  to  the  power  house. 

The  longitudinal  division  is  considered  more  satis- 
factory as  providing  for  a  shorter  distance  between 
boilers  and  engines  and  thus  requiring  shorter  piping 
connections. 

The  modern  engine  room  is  universally  served  by  an 
overhead  traveling  crane  serving  the  entire  floor  and 
operated  by  hand  from  below.  The  crane  is  usually 
of  about  7*/2  or  10  tons  capacity,  though  in  rare  cases 
this  has  been  increased  to  20  tons. 

Feed  water  pumps,  heaters,  fire  pumps,  and  other 
auxiliaries  are  frequently  provided  for  in  the  base- 
ment beneath  the  engine  room,  thus  removing  them 
from  plain  sight  and  at  the  same  time  locating  them 
where  they  will  be  free  from  the  dust  and  dirt  of 
ihe  boiler  room. 

COAL   AND   ASH    HANDLING   EQUIPMENT. 

Coal  and  ash  handling  equipment  vary  in  degrees 
of  development  in  the  railway  shop  power  plant.  At 
many  prominent  shops,  however,  very  complete  auto- 
matic systems  of  handling  coal  and  ash  are  in  service 
and  no  manual  handling  of  coal  is  necessary  from  the 
time  it  leaves  the  car  on  which  it  is  delivered  until 
reaching  the  grates. 

The  method  by  which  fuel  is  handled  from  the  car 
to  the  grates  is  a  very  essential  factor  in  the  operation 
of  the  power  plant.  Owing  to  the  comparatively  cheap 
cost  of  fuel  to  a  railroad  company  and  the  small 
expense  for  delivery,  the  price  of  fuel  delivered  to  the 
outside  of  the  power  house  is  not  great.  This,  how- 
ever, does  not  represent  the  entire  cost  of  the  fuel. 
The  final  cost  includes  all  the  expense  of  handling  coal 
between  the  delivering  cars  and  the  grates,  in  addition 
to  the  expense  of  removing  and  disposing  of  a  propor- 
tionate amount  of  ashes.  Therefore  the  more  econom- 


ical the  method  of  handling  coal  after  it  leaves  the 
car  the  cheaper  the  cost  of  fuel.  As  the  amount  of 
coal  used  is  from  ten  to  twenty  times  the  weight  of 
the  ashes  to  be  removed,  it  is  more  economical  to  pro- 
vide for  handling  the  coal  cheaply.  Nevertheless  the 
amount  of  ash  to  be  disposed  of  is  an  item  sufficiently 
large  to  justify  economical  methods  of  handling  it  as 
well.  Those  plants  having  complete  automatic  sys- 
tems for  handling  coal,  usually  handle  ash  with  the 
same  apparatus,  using  separate  hoppers  for  its  tem- 
porary storage. 

*. 

At  those  power  plants  containing  the  most  modern 
equipment,  mechanical  stokers  are  generally  employed 
to  reduce  the  fire  room  force,  and  it  is  desirable  to 
chute  coal  down  from  storage  bins  overhead  to  the 
stoker  hoppers.  Even  with  hand  firing,  it  is  more 
desirable  to  chute  the  coal  in  a  similar  manner,  rather 
than  to  have  it  shoveled  into  cars  or  wheel  barrows 
and  dumped  in  front  of  the  boilers  or  shoveled  from 
the  cars  direct  to  the  grate. 

The  chutes  or  spouts  by  which  coal  passes  down 
from  the  storage  hoppers  overhead  should  be  designed 
to  avoid  clogging  Coal,  like  gravel,  has  a  tendency  to 
form  arches  between  the  walls  of  the  chute  through 
which  it  is  passing  and  when  this  occurs  it  is  necessary 
to  clear  the  chute  by  poking  the  coal  from  time  to 
time.  Square  chutes  are  less  liable  to  become  clogged 
than  round  ones,  and  the  larger  the  pipe,  the  less  the 
liability  to  clog. 

The  most  common  system  for  the  delivery  of  coal 
to  overhead  storage  hoppers  is  the  bucket  conveyor 
system.  It  is  possible  to  provide  for  horizontal  and 
vertical  runs  for  the  conveyor  system  and  this  system 
lends  itself  most  readily  to  railroad  shop  power  plant 
conditions. 

A  feature  of  this  system  which  is  likely  to  produce 
a  failure  is  the  high  fibre  stress  to  which  the  pins  are 
subjected.  Continued  care  is  necessary  to  guard 
against  the  pins  being  cut  to  a  dangerous  degree 
within  a  comparatively  short  time.  For  this  reason 
automatic  clutches  have  been  recommended  to  hold 
the  conveyors  in  case  of  an  accident  or  failure. 

By  the  conveyor  system,  coal  is  dumped  from  cars 
standing  on  a  track  adjacent  to  the  power  house,  into 
a  receiving  pit.  From  this  it  is  led  by  a  gravity  feed 
conveyor  to  a  crusher.  Coal  from  the  crusher  either 
falls  directly  into  the  buckets  of  the  conveyor  system, 
or  falls  into  a  hopper  and  then  to  the  buckets.  An 
endless  chain  bucket  conveyor  then  hoists  the  coal 
to  the  upper  portion  of  the  building  and  dumps  it  into 
storage  bins  located  above  the  boilers,  from  which  it 
is  led  by  chutes  to  the  stoker  hoppers. 

A  few  concrete  examples  will  best  serve  to  illustrate 
the  methods  of  handling  coal  and  ash  in  the  railway 
shop  power  houses  of  to-day. 

COAL  AND   ASH    HANDLING  EQUIPMENT   AT   DANVILLE, 
C.   &  E.   I.   RY. 

At  the  Danville  shops  of  the  Chicago  &  Eastern 
Illinois  Railroad,  the  floor  of  the  boiler  room  is  on  the 


142 


RAILWAY  SHOP  UP  TO  DATE 


ground  level  and  along  one  wall  of  this  room  the  coal 
bunkers  are  arranged.  As  originally  constructed  the 
bunkers  were  of  such  height  that  coal  could  be  shov- 
eled by  hand  from  cars  standing  on  the  track  along- 
side. Provision  has  been  made  for  the  arrangement  of 
tracks  over  the  bunkers  in  order  to  dump  coal  directly 
from  hopper  cars. 

The  bottoms  of  the  bunkers  are  hopper  shaped  and 
the  delivery  of  coal  from  them  is  controlled  by  gates 
operated  by  a  shaft  and  hand  wheel,  the  latter  being 
arranged  in  the  boiler  room  within  reach  of  the  fire- 
man. Coal  from  the  bunkers  is  delivered  into  hand 
cars  which  may  be  drawn  forward  to  positions  acces- 
sible to  the  firing  doors.  From  the  cars  coal  is  fed 
directly  to  the  grates  by  hand. 

Ash  is  handled  by  a  telpher  system.  Directly  in 
front  of  the  ash  doors  is  a  trench  of  such  width  as  to 
accommodate  a  specially  designed  bucket.  When  this 
bucket  is  lowered  into  the  trench  ashes  are  drawn 
from  the  ash  pits  to  the  bucket.  When  filled  the 
bucket  is  drawn  up  by  a  motor  and  conveyed  along  an 
overhead  track  through  a  door  in  the  wall  of  the 
boiler  room  and  dumped  directly  into  a  car  placed  on 
a  switch  track  near  the  boiler  room,  to  receive  ashes. 

COAL  AND  ASH   HANDLING  EQUIPMENT  AT  COLLINWOOD, 
L.  S.  &  M.  S.  RY. 

At  Collinwood,  on  the  Lake  Shore  &  Michigan 
Southern  Railway,  the  automatic  system  of  handling 
coal  and  ash  is  ver)'  complete  and  the  labor  necessary 
in  the  'boiler  room  is  reduced  to  a  minimum.  The  coal 
storage  pockets  and  ash  bins  are  of  steel  and  concrete, 
built  permanently  into  the  upper  portion  of  the  boiler 
room.  The  coal  pockets  are  supported  upon  21  inch 
built  up  plate  girders,  18  feet  6  inches  long,  which 
extend  from  steel  posts  set  in  the  wall  of  the  boiler 
room  to  similar  steel  posts  located  between  the  boiler 
settings.  Upon  these  girders  rest  special  triangular 
shaped  plates  arranged  to  support  the  sloping  portions 
of  the  base  of  the  bin,  these  portions  being  built  up 
of  9  inch  18  Ib.  I  beams  laid  longitudinally  and  filled 
in  between  with  concrete.  The  ends  of  the  trough 
shaped  bottom  of  the  bunkers  are  so  constructed  as  to 
slope  from  the  edge  of  the  stoker  feed  holes  to  the  end 
walls,  preventing  the  accumulation  of  coal  at  the  ends. 
These  end  portions  are  of  similar  construction  as  that 
described  for  the  sloping  base.  The  side  and  end  walls 
of  the  pockets  are  built  up  of  8  inch  18  Ib.  I  beams 
with  solid  concrete  filling  between  them. 

The  ash  bin  is  similar  in  construction  to  that  of  the 
coal  pockets,  with  the  exception  of  being  smaller  and 
of  different  shape.  The  entire  base  slopes  in  one  direc- 
tion, at  an  angle  of  45°,  toward  the  outer  wall  of  the 
boiler  room.  The  lower  end  of  the  base  terminates  in 
a  chute  extending  through  the  wall  and  having  a  24 
inch  clearance.  The  outer  end  of  the  chute  terminates 
in  a  lip  hinged  to  the  wall  and  so  counter-weighted 
as  to  swing  up  and  down  easily.  When  raised  up, 
the  lip  acts  as  a  door  to  close  the  chute,  and  when 


down,  as  a  trough  for  delivery  to  a  car  placed  on  an 
adjacent  track. 

Coal  is  delivered  to  the  power  house  by  dumping 
direct  from  the  car  into  a  pit  located  outside  of  one 
corner  of  the  boiler  room.  This  pit  is  directly  under- 
neath the  side  track  which  extends  along  the  side  A 
the  boiler  room  and  from  this  pit  coal  enters  the  con- 
veyor system.  The  pit  contains  a  receiving  hopper 
of  Y^  inch  steel  plate,  which  receives  coal  as  it  is 
dumped  from  the  car  and  directs  it  into  a  short  aux- 
iliary open  feed  conveyor,  carrying  it  to  the  crusher 
and  main  conveyor  within  the  boiler  room  basement. 
The  open  feed  conveyor  discharges  the  coal  into  a 
hopper  feeding  into  the  coal  crusher  and  the  crusher 
breaks  it  up,  if  necessary,  to  the  size  required  for  the 
stokers.  After  leaving  the  crusher  the  coal  drops  into 
a  hopper  below,  from  which  it  is  fed  into  the  main 
bucket  conveyor  system  for  delivery  to  the  coal  pock: 
ets  above. 

The  open  feed  conveyor  feeds  into  the  crusher's 
hopper  in  regular  quantities,  avoiding  clogging  or 
overloading  the  crusher.  The  crusher  is  of  a  very 
heavy  pattern,  24  inches  by  24  inches  in  size,  with  a 
solid  tooth  roll.  Both  the  crusher  and  the  apron  feed 
conveyor  are  run  by  a  22  horse-power  electric  motor. 
The  main  conveyor  is  of  the  pivoted  bucket  tvpe,  con- 
sisting of  malleable  iron  buckets,  18  inches  by  24 
inches  in  size,  pivoted  to  two  strands  of  24  inch  pitch 
chain,  which  is  fitted  with  self  oiling  flanged  rollers  for 
running  on  the  conveyor  track.  The  buckets  have 
overlapping  ends,  thus  forming  a  continuous  trough, 
which  does  not  open  anywhere  in  transit  except  when 
on  vertical  section  of  conveyor  track  or  when  passing 
the  dumping  carriage,  and  thus  does  not  require  a 
feeder  hopper.  The  dumper  carriage  is  a  tripping 
mechanism  arranged  below  the  conveyor  track  over 
the  coal  pockets,  which  will  dump  the  pockets  as  they 
pass.  The  dumper  carriage  may  be  placed  at  any  loca- 
tion over  the  pockets  for  dumping  and  filling  the  sec- 
tion desired,  its  position  being  adjustable  from  the 
boiler  room  floor. 

This  main  conveyor  provides  for  the  removal  of 
ashes  from  the  furnaces.  Ash  pits  of  bowl  shape  are 
located  in  the  boiler  foundations  below  the  stokers 
from  which  the  ashes  may  be  scraped  into  the  con- 
veyor passing  in  front.  By  properly  adjusting  the 
dumper  carriage  over  the  ash  bin  above,  the  conveyor 
buckets  dump  their  contents  into  the  bin,  where  the 
ash  is  ready  to  be  loaded  into  cars  outside. 

The  main  bucket  conveyor  is  operated  by  a  ll/2 
horse-power  electric  motor,  through  a  special  set  of 
equalizing  gears  transmitting  an  even  motion.  The 
conveyor  travels  on  a  track  of  16  Ib.  T  rails. 

Ash  is  dumped  from  the  bins  to  cars  standing  on 
the  same  track  on  which  loaded  coal  cars  are  received 
for  delivery  to  the  power  house.  Thus  the  same  cars 
may  be  used  for  the  removal  of  ashes  and  no  addi- 
tional switching  is  required. 


POWER  PLANT 


143 


COAL  AND  ASH   HANDLING  EQUIPMENT  AT  MCKEES  ROCKS, 
P.  &  L.  E.  R.  R. 

The  system  by  which  coal  and  ash  are  handled  at 
McKees  Rocks,  P.  &  L.  E.  R.  R.,  is  to  a  certain  extent 
similar  to  that  described  for  Collinwood.  Coal  is 
delivered  to  the  power  house  in  cars  over  a  spur  track 
leading  past  one  corner  of  the  boiler  room.  This  track 
passes  over  a  receiving  hopper,  into  which  the  coal 
may  be  dumped  directly  from  hopper  cars.  The  coal 
thence  passes  through  a  proper  grating  and  is  hoisted 
by  an  endless  chain  bucket  conveyor  to  the  top  of  the 
building.  Here  it  is  dumped  upon  a  horizontal  con- 
veyor, which  deposits  it  at  the  points  desired  in  the 
coal  storage  bins  located  in  the  upper  part  of  the 
boiler  roo'm  and  arranged  to  feed  into  the  stoker  hop- 
pers directly  by  chutes.  The  hoisting  mechanism  is 
operated  by  a  10  horse  power  electric  motor  located 
in  the  basement  and  the  horizontal  conveyor  is  ope- 
rated by  a  iy2  horse  power  motor.  The  actual  power 
required  by  the  two  conveyors  when  running  is  about 
ll/2  and  4  horse  power  respectively.  The  capacity 
of  this  hoisting  and  conveying  equipment  is  40  tons 
per  hour,  the  total  storage  capacity  of  the  coal  bunkers 
being  200  tons. 

Ashes  are  handled  by  the  same  hoisting  conveyors 
as  those  used  for  coal  delivery,  an  ash  receiving  and 
storage  pocket  having  been  arranged  upon  an  elevated 
structure  above  the  coal  receiving  track.  When  a  car 
load  of  coal  has  been  dumped  into  the  receiving  pocket 
below,  the  car  may  be  used  for  removing  the  ashes 
without  further  switching  Ashes  are  dumped  directly 
from  the  bin  to  the  car. 

Ashes  are  handled  from  the  ash  pits  beneath  the 
boilers  by  special  wheel  barrows  and  then  dumped 
into  the  hoisting  conveyor,  which  may  be  arranged 
to  deliver  at  the  top  into  the  ash  hopper  side. 

The  ash  bin  is  of  concrete  upon  steel  frame  work, 
with  the  lowest  point  of  the  hopper  16  feet  above  rail 
level.  The  coal  hoppers,  six  in  number,  are  of  similar 
construction,  with  their  outlets  12  feet  above  the 
boiler  room  floor.  The  coal  outlets  are  controlled  by 
special  gate  valves  operated  from  the  floor  by  chains 
passing  over  the  wheels.  Coal  is  distributed  to  the 
various  pockets  by  the  horizontal  conveyor,  which 
may  be  arranged  to  dump  at  any  point.  A  protection 
for  the  top  of  the  hoisting  conveyor  is  provided  for  by 
a  small  enclosure  above  the  roof. 

COAL   AND    ASH    HANDLING    EQUIPMENT    AT    READING, 
P.  &  R.  R.  R. 

At  the  Reading  power  house  of  the  Philadelphia  & 
Reading  Railroad,  coal  is  stored  in  a  series  of  elevated 
hopper  bins,  of  300  tons  capacity,  located  above  the 
fire  room,  from  which  it  is  delivered  direct  to  the 
stokers  by  chutes.  The  bins  are  of  built  up  steel 
construction  and  are  supported  partially  from  the 
side  wall  and  partially  from  the  roof  trusses,  which  are 
extra  heavy  in  order  to  provide  additional  strength 
for  this  purpose.  By  this  construction  the  fire  room  is 
free  from  obstructions.  Coal  is  delivered  into  the  bins 


by  a  conveyor  system,  having  a  capacity  of  100  tons 
per  hour,  which  carries  it  from  a  receiving  pit  under 
a  delivery  track  at  one  side  of  the  building  and  dis- 
tributes it,  in  connection  with  a  scraper  conveyor 
above  the  pockets,  into  any  desired  bin.  The  coal 
used  is  buckwheat  grade,  containing  about  20  per  cent 
of  ash. 

The  ash  conveyor  system  is  entirely  separate  from 
the  system  handling  coal.  It  consists  of  a  scraper  line 
leading  through  an  ash  tunnel  under  the  ash  dumping 
portions  of  the  grate  and  it  delivers  underground  into 
a  separate  ash  storage  building  outside  of  the  boiler 
room.  In  this  ash  building  another  elevator  conveyor 
raises  the  ashes  to  elevated  bins,  from  which  the  ashes 
are  dumped  into  cars  for  removal.  The  ash  storage 
building  includes  a  number  of  interesting  features. 
The  bin  floor  slopes  at  an  angle  of  about  45°  toward 
the  dumping  side  and  it  is  lined  with  1  inch  glass  plate. 
This  produces  an  absolutely  non-corrosive  surface, 
upon  which  the  ashes  slide  with  great  freedom. 

COAL   AND     ASH     HANDLING     EQUIPMENT     AT     SILVIS, 
C.,  R.  I.  4  P.  RY. 

The  arrangement  of  the  coal  and  ash  conveying  ma- 
chinery at  the  Silvis  power  house  of  the  Chi- 
cago, Rock  Island  &  Pacific  Railway,  is  simple  and 
direct.  Coal  is  delivered  directly  from  hopper  cars  to 
a  hopper  just  above  the  steam  driven  coal  crusher  and 
after  passing  through  the  crusher  is  conveyed  to  over- 
head storage  hoppers  by  an  endless  chain  bucket  con- 
veyor system,  which  has  a  capacity  of  50  tons  of  coal 
per  hour.  Each  boiler  has  a  storage  bin  of  32  tons 
capacity. 

The  conveyor  also  carries  ashes  from  the  ash  pits 
to  a  hopper  located  in  a  wing  and  over  the  coal  hop- 
per, so  that  the  hopper  car  when  it  has  been  emptied 
of  its  load  of  coal  may  be  filled  with  ashes.  The 
steam  engine  which  drives  the  conveyor  is  situated  in 
the  upper  portion  of  the  building  above  the  level 
of  the  coal  pockets.  Steam  is  used  in  preference  to 
electricity  as  a  motive  power  for  the  crusher  and  con- 
veyor, as  it  was  believed  by  the  designers  of  this  plant 
that  occasions  may  arise  when  it  is  desired  to  handle 
coal  or  ashes  when  the  generators  are  not  running 
and  also  because  in  case  of  stalling  the  motor  would 
be  liable  to  injury  while  the  engine  would  simply  slow 
down  and  stop. 

COAL   AND   ASH    HANDLING    EQUIPMENT   AT    SOUTH    LOUIS- 
VILLE,  L.    &   N.    R.   R. 

In  principle,  the  coal  and  ash  conveyor  system 
installed  in  the  power  house  of  the  Louisville  &  Nash- 
ville Railroad  at  South  Louisville  is  similar  to  those 
already  described.  Coal  is  delivered  from  a  track  at 
one  side  of  the  building  and  ash  is  dumped  by  gravity 
from  elevated  bins  into  cars  on  the  same  track.  Coal 
and  ash  are  elevated  by  an  endless  chain  bucket  con- 
veyor system. 

Coal  is  fed  to  the  stokers  from  overhead  storage 
pockets,  of  steel  and  concrete  construction,  which  have 
a  capacity  of  1,000  tons,  sufficient  to  operate  the  plant 


144 


RAILWAY  SHOP  UP  TO  DATE 


for  at  least  three  weeks.  From  the  cars  coal  is  shov- 
eled into,curved  chutes,  which  conduct  it  to  a  crusher 
and  feeding  device,  after  which  it  passes  to  the  con- 
veyor. The  coal  crusher  is  operated  by  a  20  horse 
power  motor.  The  conveyor  travels  at  the  rate  of  40 
feet  per  minute,  delivering  40  tons  of  coal  per  hour. 

BOILERS. 

There  are  many  different  makes  of  boilers  installed 
in  railway  shop  power  houses.  As  a  type,  however, 
the  water  tube  boiler  is  used  with  but  few  exceptions 
in  representative  power  houses.  The  horizontal  water 
tube  boiler  is  used  so  extensively  that  it  may  be  said 
almost  to  cover  the  field.  At  Reading  on  the  Phila- 
delphia &  Reading  Railroad,  at  Sayre  on  the  Lehigh 
Valley  Railroad,  and  at  Grand  Rapids  on  the  Pere 
Marquette  Railroad,  vertical  water  tube  boilers  are  in 
service,  and  at  Topeka  on  the  Atchison,  Topeka  & 
Santa  Fe  Railway,  fire  tube  boilers  of  the  locomotive 
type  have  been  installed. 

The  increasing  use  of  water  tube  boilers  arises 
largely  from  the  fact  that  this  type  permits  steam  to 
be  raised  very  rapidly  in  response  to  sudden  demands, 
owing  to  the  smaller  quantity  of  water  contained  in 
proportion  to  the  heating  surface  and  due  to  the  better 
circulation.  While  no  boiler  is  absolutely  safe  from 
explosions,  such  accidents  seldom  occur  in  water  tube 
boilers,  though  the  tubes  burst  occasionally.  The 
water  tube  boiler  requires  a  firing  aisle  of  sutfficient 
width  to  allow  the  removal  and  insertion  of  tubes 
without  obstruction. 

BOILER  PRESSURE. 

A  review  of  a  large  number  of  representative  rail- 
way power  plants  would  lead  to  the  conclusion  that 
150  Ibs.  pressure  is  considered  the  most  satisfactory 
for  this  class  of  work.  Frequently  one  boiler  is  installed 
having  a  capacity  of  250  or  300  Ibs.  pressure,  for  use  in 
testing  locomotives  and  provided  with  reducing  valves 
for  use  with  other  boilers.  They  are  usually  arranged 
in  batteries  of  two  boilers  in  each  with  intervening  spaces 
for  access.  As  originally  constructed,  space  is  usually 
left  for  the  future  installation  of  at  least  one  additional 
battery  of  boilers.  The  boilers  are  arranged  in  a  single 
row.  The  horse  power  of  each  boiler  varies  at  different 
plants  from  200  to  500. 

Due  to  the  comparatively  low  cost  of  fuel  to  the  rail- 
road companies  incentives  to  fuel  economy  have  not  been 
so  great  as  in  commercial  power  stations.  At  the  same 
time  the  single  central  power  house  has  illustrated  that 
the  boiler  room  offers  a  great  opportunity  to  reduce 
operating  expenses.  The  result  is  that  the  boiler  room 
of  the  new  central  power  house  compares  favorably  in 
equipment  with  the  boiler  room  of  manufacturing  con- 
cerns. 

STOKERS. 

•While  there  are  still  many  stationary  boiler  plants 
which  are  fired  by  hand,  mechanical  stokers  are  now 
generally  used  in  the  larger  central  power  stations.  This 
system  not  only  reduces  labor  in  the  boiler  room,  but 
prevents  cold  air  from  impinging  on  the  hot  tubes  and 
plates  of  the  boiler  and  causing  leaks. 


There  are  a  number  of  mechanical  stokers  on  the 
market,  which  are  divided  naturally  into  two  classes, 
the  underfeed  and  the  overfeed.  The  overfeed,  almost 
exclusively  is  used  in  railway  shop  power  stations,  and 
generally  with  natural  draft.  The  underfeed  cannot  be 
used  without  forced  draft. 

The  type  of  mechanical  stoker  which  seems  to  have 
received  the  greatest  favor  in  railway  shop  power  sta- 
tions is  the  traveling  chain  grate  stoker.  This  consists 
of  a  wide  band  or  chain,  made  up  of  short  link  like 
sections  of  grate  Tsars  pivoted  after  the  fashion  of  a 
sprocket  chain.  The  chain  is  endless  and  travels 
around  two  drums  in  the  firebox,  being  so  driven  that 
the  upper  side  moves  backward  from  the  boiler  front 
toward  the  arch.  Coal  is  fed  evenly  on  the  moving 
chain  as  it  recedes  by  a  feeding  hopper  in  front  of 
the  boiler,  the  hopper  being  supplied  directly  by  coal 
chutes  leading  from  storage  pockets  above.  The  fuel 
burns  as  it  travels  with  the  grate,  the  speed  of  travel 
being  so  adjusted  that  when  the  rear  drum  is  passed, 
the  coal  is  entirely  consumed,  leaving  ashes  only  to 
be  dumped  off  at  the  end.  With  this  system,  it  is 
therefore  not  necessary  to  open  the  door  to  clear  the 
grates  or  "bar"  the  fire. 

The  stokers  are  driven  by  small  vertical  steam 
engines  geared  to  drive  the  drums  very  slowly  through 
ratchet  mechanisms.  It  is  appropriate  to  say  that 
steam  engines  are  usually  considered  preferable  to 
electric  motors  for  this  service,  inasmuch  as  they  may 
be  run  when  getting  up  steam  or  at  any  time  that 
steam  is  on,  and  are  not  dependent  on  the  dynamos 
being  in  operation.  The  entire  chain  grate  mechan- 
isms are  mounted  in  frames  with  wheels  running  on 
tracks  embedded  in  the  boiler  room  floor,  in  order  that 
the  stokers  may  be  easily  withdrawn  from  the  boiler 
settings  for  inspection  or  repairs. 

Where  a  planing  mill  is  operated  in  connection  with 
the  shop  plant,  it  is  customary  to  fire  some  of  the 
boilers  by  hand  and  so  dispose  of  shavings,  sawdust 
and  other  wooden  refuse.  For  instance,  at  Angus, 
of  the  seven  boilers  installed,  three  are  equipped  with 
mechanical  stokers  and  four  are  arranged  for  hand 
firing  and  to  receive  shavings,  etc.,  from  an  extensive 
shavings  exhaust  system  from  the  planing  mill  and 
cabinet  shop.  At  Collinwood  one  boiler  is  fitted  with 
stationary  grates  instead  of  a  stoker  in  order  to  bum 
shavings  and  refuse.  At  South  Louisville  two, of  the 
boilers  having  chain  grates  are  equipped  to  burn  shav- 
ings-and  two  boilers  are  hand  fired  to  use  the  same 
kind  of  fuel. 

CHIMNEYS. 

Tall  chimneys  for  draft  production  continue  to  be 
built  in  connection  with  railroad  shop  power  stations. 
While  a  few  power  houses  are  equipped  with  mechan- 
ical draft,  notably  Silvis,  C,  R.  I  &  P.  Ry. ; 
Jackson,  M.  C.  Ry.,  and  Angus.  C.  P.  Ry.,  the  larger 
number  depend  on  draft  obtained  by  tall  chimneys. 
Except  for  some  of  the  short  stacks  used  in  connec- 
tion with  mechanical  draft  equipment,  steel  chimneys 
have  not  been  installed.  The  chimneys  are  built  of 


POWER  PLANT 


146 


common  brick  or  radial  brick,  usually  the  latter.  A 
common  form  is  a  chimney  with  a  square  base  built 
of  common  brick,  with  the  upper  portion  circular  in 
form  and  built  of  radial  brick.  The  brick  in  the  cir- 
cular portion  of  the  chimney  is  often  of  specially 
baked  clay.  While  not  confined  to  these  limits  the 
heights  of  chimneys  at  a  number  of  prominent  shops 
vary  from  120  feet  to  about  185  feet. 

The  chimney  of  the  power  plant  of  the  Louisville  & 
Nashville  Railroad,  at  South  Louisville,  is  of  careful 
design  and  worthy  of  mention.  It  is  182  feet  high, 
with  a  flue  9  feet  6  inches  in  diameter.  For  a  height 
of  60  feet  the  wall  is  40  inches  thick,  and  the  cross- 
section  of  the  chimney  is  square.  Above  this  height 
the  cross-section  is  circular.  The  wall  is  built  in  sec- 
tions 16  feet  5  inches  in  length.  The  thickness  of  the 
wall  of  each  succeeding  section  is  made  smaller,  until  for 
the  top  section  it  is  only  8^5  inches  thick.  The  chim- 
ney is  topped  with  a  cast-iron  cap.  The  lining  of  the 
chimney  is  of  fire  brick  carried  on  bracket  projections, 
making  it  possible  to  renew  any  section  of  the  lining 
without  dsturbing  the  rest  and  allowing  for  expansion 
in  various  parts.  The  chimney  is  built  of  perforated 
radial  bricks,  made  from  specially  selected  clay  and 
burned  in  a  high  temperature  to  render  them  dense 
and  impervious  to  moisture.  Opposite  to  the  opening 
for  the  flue  is  a  balance  opening  of  the  same  shape  and 
size  in  order  that  the  settlement  on  the  two  sides  will 
be  equal  and  therefore  prevent  cracking  or  a  tendency 
of  the  chimney  to  cant  to  one  side.  The  balance  open- 
ing is  closed  on  the  outside  by  a  dummy  wall. 

MECHANICAL  DRAFT. 

Comparatively  few  power  stations  operated  in  con- 
nection with  railway  shop  plants  are  equipped  with 
apparatus  for  providing  mechanical  draft.  With  nat- 
ural draft  it  is  rarely  possible  to  burn  more  than  40 
Ibs.  of  coal  per  square  foot  of  grate  area  per  hour, 
while  with  forced  or  induced  draft  the  amount  of  coal 
burned  may  be  as  high  as  desired.  Among  the  ad- 
vantages to  be  obtained  with  mechanical  draft  may  be 
mentioned  reduced  size  of  chimney,  smaller  boiler 
plant,  control  of  draft  in  a  manner  that  may  be  regu- 
lated to  suit  requirements,  use  of  low-grade  fuel.  The 
disadvantages  of  the  mechanical  draft  system  lie  in 
the  addition  of  the  mechanical  equipment  which  must 
be  maintained,  and  in  the  expense  of  operation  of  the 
apparatus. 

As  the  combustion  of  fuel  depends  upon  the  in- 
tensity of  draft  available,  the  draft  is  an  important 
factor,  for  the  operation  of  the  power  plant  is  de- 
pendent upon  the  combustion  of  fuel.  The  intensity 
of  the  draft  required  depends  upon  the  quality  of  fuel 
used  and  upon  the  quantity  to  be  burned  per  square 
foot  of  grate  area  per  hour.  Therefore  insufficient 
draft  is  a  cause  of  serious  trouble.  By  means  of  a 
strong  draft  it  is  possible  to  force  boilers  in  case  of 
overload,  and  sufficiently  strong  draft  is  equivalent 
to  a  certain  amount  of  additional  boiler  heating  sur- 
fac.  With  a  strong  draft  the  use  of  cheap,  low-grade 
fuel  is  successful. 


Mechanical  draft  as  applied  to  railway  shop  power 
station  service  is  usually  induced  draft  and  is  pro- 
duced by  fans.  The  fans  deliver  smoke  and  gases 
through  short  steel  stacks  varying  in  height  from 
about  48  feet  to  70  feet,  and  the  mechanical  apparatus 
is  depended  upon  entirely  for  the  draft  produced.  The 
mechanical  draft  is  under  complete  control  at  all  times 
and  may  be  regulated  to  suit  the  load  carried.  The 
apparatus  is  usually  installed  in  duplicate,  and  while 
each  fan  is  capable  of  disposing  of  all  smoke  and  gases 
from  the  entire  boiler  installation,  one  fan  is  held  in 
reserve  in  order  to  shut  down  one  engine  and  fan  in 
case  of  necessary7  repairs. 

DRAFT   SYSTEM    AT   READING,   P.   &   R.   R.   R. 

At  the  Reading  shop  power  house  of  the  Philadel- 
phia &  Reading  Railroad,  natural  draft  is  provided  by 
a  brick  stack  125  feet  high  with  an  inside  diameter 
of  10  feet.  The  chimney  draft  is  supplemented  by  a 
fan  on  the  forced  draft  system,  the  requirements  call- 
ing for  both  an  air  pressure  below  the  grate  and  an 
exhaust  above.  The  undergrate  forced  draft  is  fur- 
nished by  a  10-foot  blower  fan  delivering  through  an 
underground  flue  in  front  of  the  boilers.  Dampers  are 
provided  at  each  boiler  to  regulate  the  air  pressure  as 
well  as  to  regulate  the  effect  of  the  natural  draft. 

The  reason  for  providing  both  natural  and  forced 
draft  is  that  both  were  required  with  the  stoker  as 
installed  in  order  to  obtain  the  desired  working 
efficiency  of  10.5  Ibs.  of  water  evaporated  per  pound 
of  combustible. 

DRAFT   SYSTEM  AT  SILVIS,  C.,  R.   I.  &  P.  RY. 

The  more  common  system,  where  mechanical  appa- 
ratus is  installed,  is  induced  draft  produced  by  fans. 
The  induced  draft  apparatus  at  the  Silvis  plant  of  the 
Chicago,  Rock  Island  &  Pacific  Railway  con- 
sists of  two  exhaust  fans  12  feet  in  diameter  and  6 
feet  wide  driven  by  12  by  12-inch  horizontal  single 
cylinder  engines.  The  speed  of  the  engines  is  regu- 
lated by  regulating  valves.  Either  of  these  fans  is  of 
sufficient  capacity  to  handle  all  the  gases  from  the 
complete  boiler  equipment,  and  dampers  are  provided 
to  cut  off  whichever  fan  is  not  in  use.  The  stack  is  of 
steel,  60  feet  high  and  7  feet  8  inches  inside  diameter. 

DRAFT  SYSTEM   AT  ANGUS,   C.   P.   RY. 

Induced  draft  in  the  boiler  plant  of  the  Angus  shops 
of  the  Canadian  Pacific  Railway  is  produced  by  two 
10-foot  fans,  operated  in  connection  with  a  steel  stack 
70  feet  high  and  8  feet  in  diameter.  Each  fan  is  con- 
nected with  all  of  the  boilers  and  runs  at  about  200 
revolutions  per  minute. 

DRAFT   SYSTEM    AT   JACKSON,    M.    C.    RY. 

The  boiler  plant  of  the  Michigan  Central  shops  at 
Jackson,  Mich.,  is  operated  with  induced  draft.  The 
apparatus  consists  of  two  7-foot  blast  fans  operated 
in  connection  with  a  steel  stack  48  feet  high  and  60 
inches  diameter.  Each  fan  is  direct  connected  to  a 
vertical  steam  engine  having  a  cylinder  8  inches  in 
diameter  and  6-inch  stroke.  The  fans  are  arranged 
one  above  the  other  for  economy  of  space,  the  upper 
fan  and  its  engine  being  supported  upon  a  steel  plat- 
form of  I  beams.  9  feet  4  inches  above  the  floor.  The 


146 


RAILWAY  SHOP  UP  TO  DATE 


blast  wheel  of  each  fan  is  mounted  directly  upon  an 
extension  of  the  engine's  shaft.  The  blast  wheel  is 
84  inches  in  diameter,  with  a  face  42  inche?  wide. 
Each  fan  has  a  delivery  outlet  48^  by  42  inches. 
Either  fan  is  capable  of  handling  the  gases  from  all 
of  the  boilers. 

ECONOMIZERS. 

The  boiler  plants  operated  in  connection  with  me- 
chanical draft  appliances  have  usually  been  equipped 
with  economizers.  However,  comparatively  few  econ- 
omizers have  been  installed  in  railway  shop  power 
houses,  and  the  extent  to  which  they  have  been  omit- 
ted would  lead  to  the  conclusion  that  they  have  been 
so  far  looked  upon  as  refinements  somewhat  beyond 
immediate  needs,  in  view  of  the  comparatively  low 
cost  of  fuel. 

Economizers  introduce  considerable  friction  in  the 
flue  system  in  addition  to  the  loss  of  draft  caused  by 
the  heat  abstracted  from  the  waste  gases,  the  drop 
varying  from  0.20  to  1.00  inch  of  water,  according  to 
the  length  of  the  economizer,  its  area  and  the  number 
of  elbows  it  causes  in  the  gas  passage.  The  straight 
passage  economizers  cause  less  friction  than  those 
with  staggered  tubes,  but  the  staggered  tubes  should 
be  more  efficient  as  heat  absorbers. 

PIPING. 

With  the  development  of  the  central  power  plant, 
the  piping  represents  a  marked  improvement.  This 
is  noticeable  not  only  in  the  material  provided  and  in 
the  improved  construction  of  joints,  but  also  in  the 
arrangement  of  easy  bends  of  large  radius  to  provide 
for  expansion  and  to  eliminate  the  obstruction  due  to 
elbows  and  short  curves,  as  well  as  in  the  convenient 
disposition  of  the  pipes.  By  dividing  power  houses 
longitudinally  with  a  single  wall  separating  the  boiler 
and  engine  rooms,  and  by  locating  boilers  and  engines 
with  a  comparatively  short  distance  between  them, 
the  length  of  piping  is  reduced. 

The  main  steam  header  is  supported  back  of  the 
boilers  on  specially  designed  suspensions  or  supports. 
The  header  is  usually  10  or  12  inches  in  diameter  and 
of  the  same  diameter  throughout  its  length.  Steam 
is  led  from  each  boiler  to  the  header  through  a  pipe 
having  an  easy  bend  of  large  radius.  Connections  to 
the  engines  are  led  from  the  header  to  the  engine 
throttles  in  easy  curves.  Separators  are  placed  in  the 
steam  pipes  leading  to  the  engines  either  just  above 
the  headers  or  above  the  engine  throttles.  The  pipes 
are  connected  to  the  headers  on  top  in  order  that  no 
water  of  condensation  will  be  entrained  in  the  pipes 
and  provision  is  made  for  draining  the  header. 

Steam  pipes  are  either  carried  through  the  partition 
wall  and  direct  to  the  engine  throttles  or  are  carried 
through  the  basement.  There  is  a  tendency  in  power 
house  practice  to  dispense  with  all  piping  above  the 
floor,  in  which  case  the  pipes  are  carried  in  the  base- 
ment beneath  the  engine  room  floor.  This  arrange- 
ment not  only  removes  an  unsightly  obstruction  from 
the  engine  room  but  places  the  pipes  in  position  where 
they  are  easy  of  access. 


ENGINE  EQUIPMENT. 

As  the  development  of  the  central  power  plant  in 
railroad  shop  practice  is  a  result  of  a  demand  for  the 
generation  of  power  at  one  point,  with  electrical  dis- 
tribution to  the  various  points  of  consumption,  it  nat- 
urally follows  that  the  engine  equipment  of  such  sta- 
tions is  selected  for  driving  electrical  generating  ma- 
chines. For  this  work,  horizontal,  cross-compound, 
non-condensing  engines  are  usually  employed,  though 
tandem-compound  and  vertical  engines  are  installed  in 
some  railway  power  plants,  and  the  condensing  en- 
gines in  the  power  house  of  the  C.  M.  &  St.  P.  at  Mil- 
waukee are  exceptional. 

It  has  not  been  considered  that  the  advantages  in 
the  line  of  economy  gained  by  triple  or  quadruple 
expansion  engines  pay  for  the  added  complications  in- 
troduced. Such  engines  show  up  to  their  best  advan- 
tage only  under  practically  constant  load,  and  in  an 
electrical  generating  plant  the  load  is  very  variable. 
The  engines  are  usually  non-condensing,  as  the  ex- 
haust steam  is  used  for  heating  the  shop  buildings,  and 
the  cost  of  fuel  is  such  that  condensers  seem  to  be  a 
refinement  beyond  present-day  requirements. 

Each  engine  is  direct  connected  to  an  electrical 
generator,  and  in  the  central  power  plant  a  belt-driven 
dynamo  is  a  rarity.  The  speed  of  the  dynamo  is  then 
dependent  upon  the  speed  of  the  engine,  and  as  the 
larger  engines  operate  at  a  comparatively  low  speed, 
the  smaller  unit  is  more  economical  and  satisfactory. 
Of  the  information  at  hand  the  engine  of  largest  ca- 
pacity installed  in  a  railway  shop  power  plant  is  one 
of  900  horsepower  at  the  West  Albany  plant  of  the 
New  York  Central  Lines. 

It  is  usual  to  install  two  or  more  main  units  for  the 
maintenance  of  power  for  the  operation  of  the  plant 
under  the  usual  conditions  of  service,  while  a  smaller 
unit  is  installed  for  supplying  power  for  lights  at  night 
and  for  light  power  at  such  times  as  it  may  be  un- 
necessary to  operate  the  larger  machines. 

STEAM   TURBINES. 

Thus  far  there  are  very  few  examples  of  the  instal- 
lation of  steam  turbines,  or  rather,  turbo-generators  in 
railway  shops.  In  1903  three  units  of  300-h.  p.  each  di- 
rect connected  to  two  generators  were  adopted  in  the 
Aguas  Calientes  shops  of  the  Mexican  Central.  This 
year  the  new  El  Paso  shops  of  the  El  Paso  &  South- 
western Ry.  have  been  equipped  with  three  turbo- 
generator sets,  each  consisting  of  a  150-h.  p.  De  Laval 
steam  turbine,  direct  connected  to  two  50-k.  w. 
250-volt  generators.  The  new  shops  of  the  Big  Four 
at  Indianapolis  are  to  be  equipped  with  Curtis  turbo-gen- 
erators, and  the  new  shops  of  the  D.,  L.  &  W.  R.  R., 
now  under  construction  at  Scranton,  Pa.,  will  be  pro- 
vided with  turbo-generators. 

The  steam  turbine  is  a  splendid  power  generator, 
and  under  conditions  favoring  its  use  probably  excels 
steam  reciprocating  engines  in  several  respects.  How- 
ever, it  is  well  recognized  that  under  less  than  its  full 
load  its  economy  falls  off  more  rapidly  than  the  recip- 
rocating engine.  Also  it  is  imperative  that  it  should 


POWER  PLANT 


147 


be  operated  condensing,  and  in  many  railway  shops  it 
is  preferable  to  use  the  exhaust  steam  for  heating  the 
buildings.  Again,  the  cost  of  providing  water  for  con- 
densing purposes  often  renders  it  more  desirable  to 
operate  non-condensing.  Tribe  says  that  20-foot  lift 
and  500  feet  of  pipe  should  be  regarded  as  the  limit 
distance  through  which  condensing  water  should  be 
drawn  by  the  vacuum  of  the  condenser.  This  explains 
the  very  general  use  of  compound  non-condensing  en- 
gines in  most  railway  shops. 

GAS   ENGINES. 

There  is  no  information  at  hand  of  railway  shops 
where  the  gas  engine  has  been  introduced  to  supply 
the  power.  The  increasing  use  in  other  fields  of  the 
gas  engine  in  connection  with  gas  producer  plants  of 
either  the  suction  or  pressure  type,  however,  causes 
one  to  be  safe  in  thinking  that  the  great  economy  of 
such  plants  will  cause  them  to  be  considered  for  rail- 
way shop  use  before  long. 

ELECTRICAL  CURRENT. 

The  various  installations  which  have  been  placed  in 
the  most  prominent  railway  shop  plants  put  in  opera- 
tion within  comparatively  recent  years  are  not  suf- 
ficiently alike  to  lead  to  a  conclusion  as  to  the  elec- 
trical system  considered  most  satisfactory  under  con- 
ditions peculiar  to  railway  shop  work.  The  arrange- 
ment looked  upon  with  greatest  favor  is  the  installa- 
tion of  alternating  current  circuits  for  the  operation 
of  all  constant  speed  motors,  for  instance,  those  driv- 
ing wood-working  machines  and  groups  of  metal- 
working  machines,  as  well  as  for  lighting,  and  direct 
current  circuits  for  driving  individual  variable  speed 
motors  attached  to  large  metal-working  machines  and 
motors  for  traveling  cranes  and  transfer  tables. 

There  is  an  opinion  more  or  less  widely  circulated 
that  individual  driving  of  metal-working  machines  has 
been  carried  to  too  great  an  extent,  and  that  better 
results  would  be  obtained  with  fewer  machines  direct 
connected. 

In-  a  number  of  instances  railway  shop  power  sta- 
tions provide  power  for  lights  not  only  throughout  the 
immediate  shop  plant,  but  also  to  passenger  stations, 
freight  yards,  etc  The  distances  over  which  this  power 
must  be  transmitted  are  frequently  great,  and  alter- 
nating current  is  eminently  the  most  satisfactory,  as 
this  current  is  particularly  adapted  for  long-distance 
transmission,  due  to  its  high  voltage. 

Owing  to  the  different  methods  of  distribution  in 
service  in  various  shops,  it  is  instructive  to  note  the 
individual  methods  of  distributing  electrical  power  at 
several  prominent  shops. 

DISTRIBUTION  OF  ELECTRICAL  POWER  AT  COLLINWOOD, 
L.   S.   &  M.  S.  RY. 

The  general  electrical  distribution  of  the  Collinwood 
shops  of  the  L.  S.  &  M.  S.  Ry.  is  a  two-wire  system 
operating  at  240  volts,  and  in  addition  to  this  is  a 
four-wire  multiple  voltage  system  for  use  in  obtaining 
variable  speeds  at  the  motors  of  the  motor  driven  me- 
chanical tools  in  the  locomotive  shop.  The  distances 


from  the  power  house  to  the  various  points  of  power 
consumption  are  not  great.  The  point  of  consumption 
located  at  the  greatest  distance  is  the  roundhouse, 
where  power  is  used  for  operating  the  turntable  and 
which  is  lighted  electrically.  The  roundhouse  is  about 
three  thousand  feet  from  the  power  house. 

The  distribution  of  power  at  the  McKees  Rocks 
shops  of  the  P.  &  L.  E.  R.  R.  is  by  the  same  system 
as  that  at  Collinwood. 

.DISTRIBUTION    OF    ELECTRICAL    POWER    AT    DANVILLE,    C. 
&  E.  I.  RY. 

At  Danville,  on  the  C.  &  E.  I.,  the  distribution  of 
electrical  power  is  by  a  250-volt  direct  current  system 
using  the  two-wire  system  of  distribution  for  motors 
and  the  three-wire  system  for  lighting.  The  average 
distance  of  transmission  is  not  over  800  feet. 

DISTRIBUTION    OF    ELECTRICAL    POWER    AT    SILVIS          C,    R. 

I.   &  P.   RY. 

Direct  current  transmission  is  used  at  the  Silvis 
shops  of  the  C.,  R.  I.  &  P.  Ry.  For  power  deliv- 
ered to  cranes,  heating  fans  and  constant  speed  ma- 
chine motors,  distribution  is  by  the  two-wire  system 
at  230  volts.  For  variable  speed  machine  motors  and 
for  lighting,  distribution  is  by  three-wire  230-115  volt 
lines. 

DISTRIBUTION   OF   ELECTRICAL  POWER  AT  ANGUS,   C.    P.    RY. 

At  the  Angus  shops  of  the  Canadian  Pacific  Rail- 
way both  alternating  and  direct  current  systems  are 
used.  The  direct  current  system  is  used  only  for  the 
transfer  table,  traveling  cranes  and  for  a  few  individ- 
ually driven  machine  tools  requiring  variable  speed 
motors.  The  alternating  current  is  3-phase,  60-cycle 
and  600-550  volts.  The  direct  current  is  at  275-250 
volts. 

DISTRIBUTION    OF    ELECTRICAL   POWER   AT   JACKSON, 
M.   C  RY. 

During  the  year  1903  a  modern  power  plant  was 
completed  at  the  Jackson,  Mich.,  shops  of  the  Michi- 
gan Central  Railway.  This  provided  for  the  electrical 
distribution  of  power  from  a  single  point  and  replaced 
four  separate  isolated  power  plants  of  boilers  and 
engines  which  were  scattered  around  adjoining  various 
shop  buildings.  This  plant  also  provided  power  for 
lights  at  several  points  removed  some  distance  from 
the  shop. 

The  alternating  current  system  alone  has  been  in- 
stalled and  provides  power  for  all  machine  tools, 
cranes  and  lights.  This  is  the  alternating  current, 
3-phase,  60-cycle  system  operating  at  480  volts. 

DISTRIBUTION    OF    ELECTRICAL    POWER    AT    WEST    ALBANY, 
N.  Y.  C.  LINES. 

At  the  West  Albany  power  plant  of  the  New  York 
Central  Lines  alternating  current  generators  supply 
3-phase  current  at  60-cycle  per  second  at  480  volts  for 
light  and  power.  As  the  main  power  circuits  are  all 
alternating,  direct  current  is  supplied  for  the  cranes 
by  a  motor  generator  set.  The  set  consists  of  a  60- 
cycle,  3-phase  alternating  motor  of  900  revolutions 
per  minute  and  480  volts,  and  a  multipolar  250-volt 
direct  current  generator. 


<e 

i 


a 


o  o 

o 

s 

0 

ro 

o  o 

CM  O 

in  in 
in  CM 

0 

in 

0 

in 

o 

10 

o 

10 

•"  o 

0 
CO 

o 

00 

o  in 

00  CM 

o 

0 
IN 

O 

o 

CM 

CM  CM 

o  m 

CM 

CM 

CM 

TT    "  ' 

•^ 

CM 

n 

CM 

t 

0  0- 

w 

tO  CM 

ca 

0) 

c 

E 

U 

UU 

UU 

U 

U 

U 

u 

u 

U 

U 

UU 

U 

u 

U 

U 

O 

Q 

Q< 

<p 

O 

Q 

Q 

Q 

Q 

.  < 

< 

<Q 

Q 

Q 

Q 

< 

3* 

m 
o 

O 

0 

in 

o 
o 

o 
o 

o 

10 

t 

o 

o 
to 

o 

o 

o 

o 

0 
IO 

o 
m 

o 
o 

o 
o 

to 

CO 

00 

m 

J" 

o 

rH 

to 

IN 

rH 

rH 

00 

CO 

rH 

S'li 

O  IO 

10  10  in 

CM  t-  tO 

o  o  o 
o  in  o 

10  CM  CM 

000 

o  o  o 

IO   CM   rH 

0  0 
0  0 
CM    rH 

0  0 

o  m 

o  o  m 

ss^- 

0 
IO 

CO 

o  o 

o  to 

CM 

O 
O 

to 

O  O 
0  0 
CM  •* 

0  0 

m  in 

rH   CM 

o  o 
in  o 

§ 

rH 

§ 

10 

—  * 

H  *~ffi 

10 

0 

O 

o 

CO 

in 
to 

o 
o 

o 

CM 
OD 

o 

o 

0 

o 

CO 

o> 

0 

to 

O 

m 

00 

O 

0 

oo 

O 

o 

rH 

O 
rH 

o 
o 
t- 

o 
t- 

00 

0 
<rH 

o 

w 

CM 

CM 

OJ 

^|-s 

in  o 

CM  CM 

CO   rH 

0  0 

o  o 

CM   rH 

o  m  o 

in  t-  O 

t-  CO  CO 

o  o  o 
in  o  m 

!>    n    rH 

O  O 
CO  tO 
CO    rH 

i>  CO 

Jo  co 

to  co 

O  O  o 

m  oo  Jo 

tO    •*    rH 

o 
in 

10 

o  o 
o  in 

rH   IN 

o 
o 

CO 

0  0 

0  0 

co  to 

0  0 
in  rH 
CM  Tf 

10  o  in  o 
t-  to  t-  at 

rH    rH    IN 

in 
t- 

rH 

O 
c- 

to 

o§ 

°'c 

* 

* 

to 

CO 

CO 

N 

* 

CO 

-f 

M 

« 

•n 

•V 

in 

CO 

H 

01 

Is! 

d. 
o 

.u 

'n  y> 

d. 
U 

+J     (/) 

>U 

d. 
§"3. 

u 

"a 
E 
i/5 

Be 

O 

U 

ffiu 

d 

J 

tr> 

s 

u 

**  E  <" 

0. 
0 

.u 

N  <n 

'u    ^ 

rtU 

Tandem 
Compound 

d, 
n 
5 
.U 

*C      <« 

ffiu 

0. 

iu 

uu 

l! 

o 

t:  I 

V   o 
>U 

•o  ^j"o. 
g|.E 

V 

a 
E 
i75 

Turbines 

*&t 

o 
o 
in 

CO 

o 
o 

CO 
rH 

o 

§ 

to 

o 

o 
o 

CM 

o 

0 

rH 

o 
o 

o 

CO 

CO 

O 

o 

CO 

o 
m 

rH 

o 

0 

in 

rH 

o 
o 

o 

CM 

o 
o 

o 

CO 

o 

o 

00 
CM 

o 

0 

o 

U 

V 

V 

V 

•u 

11 

V 

V 

V 

V 

CD 

V 

IU 

4) 

m 

ll 

"5  "§ 

"2*3 

"5  "3 

"5  "§  ' 

"«•§ 

3 

"«•§ 

'B's 

3 

"*"§ 

si 

£ 

§J! 

J3  *J 

0   u 

oH 

0^ 

o6"1 

oH 

§t 

^'rt'S 

It 

o^1 

^ 

1? 

|H 

H 

H« 

_N    C 

.H  «3 

.2  «» 

N    cu 

.S  'v 

.2  5 

"•j  & 

.S  <u 

.S  «5 

•s  i! 

N    5 

N    2 

N    v 

u 

.£8 

ferJ 

ll 

ll 

ll 

ffil 

ffil 

rtl 

13    Jj    3 

ffil 

K! 

IS 

O^? 

°| 

0    « 

rt 

If 

O  0 
10  in 

O 
IO 

o 

»O 

0 

0 

in 

O 

>o 

O 
00 

o 
m 

o 
o 

0 

o 

0 

m 

O 

in  in 

tO  CM 

w  i" 

rH  CM 

rH 

rH 

i—  ( 

rH 

rH 

rH 

rH 

rH 

CM 

rH 

rH 

rH 

rH 

CO1" 

in   rH 

*r£:L' 

O 
0 
T 

O 

O 
0 

00 

to 

00 

CO 
10 

Ci 

O 
O 
CM 

O 

o 

00 

O 

o 

00 

O 

to 

O 

0 

o 
o 

O 

o 
o 

00 

in 

0 
10 

in 

O 
g 

o 

0 

rH 

CM 

CM 

rH 

w 

«'|| 

0 

0 

o 

to 

•***  o 

to  o 

O 

o 

0 

1 

m 
o 

to 

O 

o 

O 
m 

J 

0  0 

O 

g 

8*p§ 

CM 

CM 

"* 

W   CO 

CO 

CO 

CO 

CO 

CM 

in 

CM 

CM 

CM  in 

* 

sS 

1 

d 

l- 

in 

rH 

*" 

•* 

to 

to 

00 

"* 

* 

00 

0 

in 

CO 

to 

2 

as 
to 

IO 

X 
to 

CO 

o 

X     • 

OS 
CM 

CO 

S 

X 
to 

o 

IS 
§ 

as 
X 
o 
o 

rH 

1 
o 
X 

to 

oo 

00 

X 
to 

o 

rH 
rH 

to 

00 
91 

i> 

CO 
1 

™ 

rH 
rH 

t- 

rH 
00 

X 

91 

00 

t- 

X 

rH 

O 

rH 

X 

00 

00 
1 
91 
CM 

rH 
X 

O! 

CM 

in 

CO 

CO 

rH 

CO 

rH 

O 

CO 

o> 

rH 

CO 

10 

rH 

rH 

rH 

to 

Location 

C3 

O. 

0 

DiiBois 

cfi 

U 

n 

1 

<U 

a 

c/v 

'> 

(75 

Collinwood 

S.  Louisville 

Jackson 

C 
rt 

Ja 

Reading 

McKees  Rocks 

yi 
B) 

O 

U 

b5 
u 

Elizabethport 

Indianapolis 

PLH 

'A 

=3 

J 

_ 

c/5 

&; 

I-H 

LO 

4 

g 

W 

s 

c 

1 

| 

41 

=8 

w 

=3 

r-l 

=3 

st 

u 

K 

J 

« 

K 

EH 

RJ 

PH 

o3 

35 

BJ 

c/i 

=3 

U 

>H 

=3 

=3 

rJ 

K 

:* 

ac 

< 

CQ 

U 

u 

u 

U 

J' 

J 

^ 

E 

— 

fc 

t/3 

U 

S 

148 


POWER  PLANT 


149 


1    . 

CROSS  SECTION  OF  POWER  HOUSE  AT  BARING  CROSS,  ARK.,  ST.  L.  L  M.  &  S.  RY. 


s'Tzr  '  :'^1  tit I 


CROSS  SECTION  OF  I'OWER  HOUSE  AT  McKEES  ROCKS,  PA.,  P.  &  L  E.  R.  R. 


150 


RAILWAY  SHOP  UP  TO  DATE 


r"-1-     *•:::•$ 

f-.Zl'.vi 

CROSS  SECTION  OF  POWER  HOUSE  AT  DANVILLE,  ILL.,  C.  &  E.  I.  R.  R. 


7=5  ton  Hand  Crane 


Shop 


CROSS    SECTION    OF    ENGINE    ROOM    IN   POWER    HOUSE    AT     TOPEKA,    KAS.,    A.    T.    &    S.    F.    RY. 


POWER  PLANT 


151 


Coal  Storage 

300  Tons 


iM^J 

fttfakxt: 


CROSS    SECTION   OF    BOILER    ROOM   IN   POWER  HOUSE   AT  TOPEKA,   KAS.,    A.   T.    &   S.   F.   RT. 


o  01 


LONGITUDINAL,    SECTION    OF    BOILER    ROOM    AND    COAL     HOPPER    PIT    AT    TOPEKA,    KAS.,    A.    T.    &    S.    F.    RT. 


or 

DIVERSITY 


152 


RAILWAY  SHOP  UP  TO  DATE 


HHU  Htffi 


\EitKniJSf-frvrn  3O0H.F  JSmcfem  Com/to 


CROSS    SECTION    OF    POWER    HOUSE    AT    READING,    PA.,   P.    &    R.    RY. 


LONGITUDINAL    SECTION    THROUGH    BOILER    ROOM    IN        POWER   HOUSE   AT    COLLINWOOD,    O.,    L.    S.    &   M.    S.    RY. 


POWER  PLANT 


153 


CROSS    SECTION    OF    POWER   HOUSE    AT    COLLINWOOD,    O..  L.   S.  &  M.  S.  RY. 


PARTIAL    LONGITUDINAL    SECTION'    OF    POWER    HOUSE    AT    COLLINWOOD,  O.,  L.  S.   &  M.  S.  RT. 


154 


RAILWAY  SHOP  UP  TO  DATE 


ELEVATION    OP    POWER    HOUSE    AT    ANGUS    (MONTREAL),     C.   P.   RY 


CROSS    SECTION   OF    POWER    HOUSE   AT   ANGUS,    C.    P.    RT. 


POWER  PLANT 


155 


CROSS  SECTION  OF  POWER  HOUSE  AT  SILVIS,  ILL.,  C.  R.  I.    &  P.  RT. 


throvqh  E&ifer  Tfoom 

SECTION  OF  POWER  HOUSE   AT  SILVIS.  ILL..  C.  R.   1.     &  F.  RT. 


156 


RAILWAY  SHOP  UP  TO  DATE 


TmiTfFTTiTT 


CROSS   SECTION  OF  POWER  HOUSE  AT  MILWAUKEE,  WIS.,      C.  M.  &  ST.  P.  RY. 


/<///a»S  *  have  £?>&'•  «f  r-eafters 
.  fur/>/ies  lO"-fS* 
io"- IS" 


CROSS  SECTION  OF  POWER  HOUSE  AT  SOUTH  LOUISVILLE,   KY.,   L.  &  N.  RY. 


POWER  PLANT 


157 


*>    Yihitin$  £5  000/0  Crone 


*  '/ion-ffefi/rnaf/e  Cfteck  tofte  I 


CROSS  SECTION  OF  POWER  HOUSE  AT  OLEAN,  N.  T.,  P.  R.  R. 


CROSS     SECTION    OF    PO^'ER     HOUSE    AT    GRAND    RAPIDS,   MICH..    PERE   MARQUETTE    R.    R. 


158 


RAILWAY  SHOP  UP  TO  DATE 


PLAN  OF  POWER  HOUSE  AT  BARING  CROSS,  ARK.,  ST.  L.  I.  M.  &  S.  RY. 


PLAN  OF  POWER  HOUSE  AT  TOPEKA,  KAS.,  A.  T.  &  S.  F.  RT. 


POWER  PLANT 


159 


PLAN    OF    POWER    HOUSE    AT    McKEES    ROCKS.     PA.,    P.     &     L.  E.  R.  R. 


160 


RAILWAY  SHOP  UP  TO  DATE 


PLAN  OF  POWER  HOUSE  AT  DANVILLE,  ILL.,  C.  &  E.  I.  R.  R. 


POWER  PLANT 


161 


-—I        • — •-  •       -         •  -— — 


PLAN    OF    POWER     HOUSE    AT    COLI.IXWOOD,     O.,    L.     S.     &     M.   S.   RY. 


162 


RAILWAY  SHOP  UP  TO  DATE 


PLAN   OF  POWER  HOUSE   AT   SILVIS,   ILL,.,    C.   R.   I.   &   P.   RY. 


oqpgoooo 

Constant  Cf/rprnaftrfgr  Cvrrenf  Tr 
frr/tcfj  BecrrcJ-A . 

L& 


PLAN    OF    POWER    HOUSE    AT    READING,    PA.,    P.    &    R.    RY. 


POWER  PLANT 


163 


PLAN    OF    POWER    HOUSE    AT    MILWAUKEE.    WIS..    C.    M.    &    ST.    P.    RY. 


164 


RAILWAY  SHOP  UP  TO  DATE 


Coot  Hunkers  <jnd  Ash  Nopoens  Orer/teatf 


PLAN  OF  POWER  HOUSE  AT  OLE  AN,  N.  Y.,  P.  R.  R. 


PLAN  OF  POWER  HOUSE  AT  GRAND  RAPIDS,  MICH.,  PERE  MARQUETTE  R.  R. 


POWER  PLANT 


165 


I!.  "mEMsif—  ~%XSri 

ff*"1 SwSISfpiv         M»»£XV»,/»»V 


5i 


"O 

DIAGRAM  SHOWING  ELECTRICAL  DISTRIBUTION  OF  POWER    AT  McKEES  ROCKS.   PA.,   P.   &   L.   E.   R.  R 


166 


RAILWAY  SHOP  UP  TO  DATE 


•fe    V 


8     TO  Pf3S5 '  CO 
3    To  Freight  Cor  Shop.  Pat  5/rop$ 

Co>-  Mocfiinz  Shops 
10    TO  Foundries  S.  froo  Strop 


Two  Air  Compressors  >  £ 

?000CtfFf  FA 

Cap   Foch  lighting  Circuit* 

Ho.  i  t&  Lamps 
Ho  ?  10  lamps 
HO^  IS  lamps   all 
Ho  4   IS  lamps 


DIAGRAM    OF    POWER    DISTRIBUTION    AT    ANGUS,    C.    P.    RY. 


POWER  PLANT 


167 


C^^@  •>*/•  'iftwvM 

'f"'rOfO^"HfMC 

C^^§>  n""f^"vti 

(^^@  ««/•  t.tui.ena 


S»r   VOV^MUt 


DIAGR-\M    OF    POWER    DISTRIBUTION    AT    ANGUS,    C.    P.    RT 


1 08 


RAILWAY  SHOP  UP  TO  DATE 


3ZE 


itifc 


£O3  tri{,ond**f,mr   Lamp* 


IS  /r>c&n<J*tc.*r>r  Loer>/y* 


TIII —  Atot/ttM^A   -jf>o/o 

i    T    T    T  /£>    >*^  Losyo* 


\Srort,  //owue  (^    O'/  /to 
/72  lr*on<tt,*c.*,rrr  temps 


Lighting  Circuit^ 

Dtifijion  inro  Group*    or  C/i*S*erj    not  &'**** 


Offi/tr  vjA«^ 

CV  /nc0/10fejc.*'V 


JO   t/Kon<J*4c.t.r,r     Latrips 

go^nd    .t0..jr 

J4  /**-c     i  O/w^ 


r   T    T   T  ^s    #tv  Lc,m/K 


/OMTJ  ftut  fix-iff  /toe/i-/i 

St'Jtnaim.    Qo/r  C,u, 


\&- Lathi 

g — ^]     g        [jgi  /<?  ^>J  ^-^'^ 


:S  /-/Xrfjce. 
4-5  Drt/f 


OtjJ  Jer."te  Oof 

J 


^fc=«fc 


;a:ne,  - 

fc/^1    if'Pond  Lorht. 
3tP     ^  '/r.r'K.ol  Qoriny  ^  Turmry  /?///     <• 

««"V 

^^  Jar  a-**  «^-"?  w/ 


•***  J 

fli^*     JO'iJo'  Putnam  Plortfr 


'J 


fOo  •  Quarfcrtfy  flfrothm 


it=C=S: 


r*««fcr' 

B  D-     k 

V"~rt^ 
«s»>^~ 

,*  

t 

i 

* 

! 
I 

-_ 

o  —  °-  —  f 

'  ^  =  's 

1  ©7-Sr-t 

^r5F 

0—  |  ^ 

Oojjf  JhOfl 

(CJ  ^^  ( 

TCT  —  °  f 

e  °-   -t 

^^T^ 

7J*0       Horiionral  Soring   Plilt 


IS *P  4A'forn    Sofirtf  ^  Qrill.rtg  /fffc/l 

Tin*  «'Jitoff«r 

/J  /*  Ci3"  >/<6««/  itf,'/1* 

AS  /*••  -A2'Cc»-  *>•*<:.'  Z.04&* 


I   /OXP  J  f*tu<.GrineJ<,r 

YA 

fA'Ji 

UAAH  5e*/  O/>*<w-o 
(Radial  Dnlt 
I    J  »J  <  Gr,nd^wnc 


@-S*>    <S"yb,  Jr-w 

>l*>     ,36"  ^?/-/// 
Jg)    7*  A^     J£J"  Puo&^  £,  %S/.*or 
fvn  for  Oii  A 


i    AS/^  ^ 

,   /0>W>     Pun&Ai 


•3'^*  W^o" 


DIAGRAM    OF    POWER    DISTRIBUTION    AT    DANVILLE,    ILL.,    C.    &    E.    I.    R.    R 


POWER  PLANT 


1C/J 


M0Cf>ir>Q  5ft0J-  if^frfy 
*nfa/tif>g  ff0or&5    /?> 

21  me  Cnv,+i  ?« 
5  >f  bolotcea  etpvoly  <TCI?A 
*«  fecef'Oei  10  Cap/if}  one  «wo» 


tEtnunn 


------ 


QJIIilllL. 


I  i 

*  s 


Ml 


r 

.  {  Sj^ST"**" 


2-iWRrrrH 
f  Lane 


L-gtrr*     )  from 
DIAGRAM    OF    POWER    DISTRIBUTION    AT    GRAND    RAPIDS,   MICH..    PERE    MARQUETTE    R.    R. 


Railway  Shop  Up  To  Date 

Chapter  XL 


STOREHOUSE 


THE  development  of  a  large  number  of  small  rail- 
ways into  a  comparatively  small  number  of 
large  railway  systems  has  emphasized  the  importance 
of  having  an  extensive  base  of  supplies  as  a  factor  in 
the  efficient  and  economical  operation  of  the  large 
system.  The  necessity  of  such  a  base  has  resulted  in 
a  well  organized  department  in  charge  of  the  care  and 
distribution  of  supplies  and  material,  and  the  work  of 
such  organizations  has  done  much  toward  decreasing 
operating  expenses  and  providing  for  the  prompt  de- 
livery of  material. 

As  a  result  of  the  necessity  of  having  a  base  of  sup- 
plies, the  general  storehouse  has  been  developed.  It 
is  usually  situated  at  the  principal  center  of  the  rail- 
way system,  and  in  connection  with  the  general  shop 
plant.  The  store  department  is  now  very  commonly 
under  the  jurisdiction  of  a  general  storekeeper  with 
headquarters  at  the  point  at  which  the  general  store- 
house is  located.  From  this  point  distribution  is  made 
to  other  points  where  local  storehouses  are  maintained 
and  supplies  are  delivered  to  the  several  departments. 

A  number  of  spacious,  well  designed  storehouses 
have  been  constructed  in  connection  with  recent  shop 
plants  and  proper  facilities  have  been  provided  for  sorting 
and  delivering  material,  not  only  in  the  storehouse  proper 
but  also  in  the  storage  yards,  which  are  now  considered 
adjuncts  of  the  general  storehouse.  There  are  several 
striking  examples  of  railway  shop  managements  working 
in  close  accord  with  the  stores  department,  which  illus- 
trate the  desirable  results  to  be  obtained  by  such  co- 
operation. All  new  and  manufactured  material  is  re- 
ceived under  the  jurisdiction  of  the  general  storehouse 
and  is  stored,  delivered  and  disbursed  by  this  department. 

The  development  of  good  facilities  and  the  effective 
methods  which  have  been  introduced  are  due  largely 
to  the  efforts  of  the  Railway  Storekeepers'  Associa- 
tion. The  indications  are  that  much  more  is  to  be 
accomplished  and  doubtless  future  store  departments 
will  bear  further  evidence  of  the  work  of  this  asso- 
ciation. 

While  the  storehouse  is  an  individual  building  the 
department  which  it  governs  contributes  to  nearly  every 
part  of  the  shop  plant.  Due  to  the  size  of  much  of  the 
material  used,  it  is  impossible  to  store  all  material  in 
the  storehouse  or  on  the  platform  adjoining  the  store- 
house. Even  if  it  were  possible  to  store  all  the  material 
in  the  storehouse,  such  a  method  would  be  impractical 
because  of  the  additional  cost  entailed  by  the  second  or 
third  handling  of  material.  At  a  large  shop,  therefore, 
storage  space  is  provided  close  to  each  building  in  which 
a  large  amount  of  material  is  assembled.  This  arranges 


for  the  storage  of  lumber,  bar  iron,  boiler  plate,  flues, 
pipes,  heavy  castings,  car  wheels,  tires,  axles,  truck 
frames,  bolsters,  etc.  To  handle  this  material  economic- 
ally requires  outdoor,  traveling  cranes,  portable  boom 
cranes,  general  yard  tracks,  as  well  as  industrial  track 
systems. 

A  very  effective  innovation  in  storehouse  practice  is 
the  establishment  of  sub-stores  in  the  several  shops.  In 
these  sub-stores  are  kept  material  pertaining  to  the  par- 
ticular shop  served  which  may  be  quickly  replenished 
from  the  main  storehouse.  The  economical  feature  of 
this  method  is  that  no  time  is  lost  by  the  workmen.  All 
deliveries  are  made  by  representatives  of  the  store  depart- 
ment, and  there  is  no  excuse  for  a  man  to  leave  his  work 
on  the  plea  of  going  for  material. 

A  diversity  of  opinion  exists  as  to  the  advisability 
of  establishing  sub-stores  about  the  plant,  as  the  claim 
is  made  by  some  that  the  additional  force  required  to 
look  after  them,  together  with  the  liability  of  excess 
of  stock,  more  than  offsets  the  expense  of  delivering 
material  from  the  general  storehouse  to  the  different 
departments  by  special  messenger. 

The  modern  storehouse  includes  an  up-to-date 
building  and  adjoining  platform,  together  with  large 
storage  areas  near  the  individual  shop  buildings,  to 
take  care  of  all  material  without  crowding,  as  well  as 
modern  facilities  for  handling  material.  It  also  pro- 
vides for  system  in  the  arrangement  of  material.  Ma- 
terial is  divided  into  sections  according  to  class,  in 
order  that  a  laborer  sent  after  a  desired  article  can 
make  no  mistake  in  its  selection,  and  in  order  that 
an  inventory  may  be  taken  at  the  end  of  each  month 
of  all  material  in  stock,  without  increasing  the  operat- 
ing expenses  or  without  increasing  the  cost  of  han- 
dling. Such  system  in  providing  for  careful  inventory 
at  regular  periods  is  an  essential  feature  in  assisting 
the  store  department  to  order  intelligently  and  to 
keep  stock  down  to  a  consistent  minimum. 

The  orderly  arrangement  of  material  according  to 
class  calls  for  proper  storage  facilities  in  the  yards  as 
well  as  in  the  house.  For  instance,  racks  for  stand- 
ing boiler  plate  on  edge  to  facilitate  handling  and  to 
economize  space ;  racks  near  the  freight  car  erecting 
shop  for  storing  and  separating  frame  rods ;  bins  for 
classifying  castings ;  special  boxes  for  classifying  and 
stacking  bolts,  nuts,  washers,  etc. ;  iron  storage  racks 
and  houses;  proper  shelving  and  pigeon  holes 'to  suit 
the  various  classes  of  small  material,  etc.  An  essen- 
tial feature  worthy  of  attention  is  a  small  compart- 
ment, carefully  enclosed,  for  the  storage  of  brass  parts, 
which  are  frequently  stolen  if  not  thoroughly  pro- 
tected. 


170 


STOREHOUSE 


171 


LOCATION. 

As  a  general  base  of  supplies  for  an  entire  railway 
system  the  location  of  the  storehouse  at  the  shop 
plant  at  which  it  is  situated  is  such  as  to  provide  for 
good  shipping  facilities  in  order  to  expedite  the  rapid 
loading  of  cars  for  outside  points.  This  requires  good 
connections  with  the  general  yard  system  of  tracks 
and  with  the  outside  lead.  In  some  cases  there  is  a 
single  track  on  each  side  of  the  storehouse,  in  others 
there  is  a  track  on  one  side  only,  and  in  still  others 
there  are  two  tracks  on  each  side. 

While  the  storehouse  may  serve  the  entire  system, 
or  a  single  division,  at  the  same  time  it  is  the  center 
of  distribution  for  the  shop  plant  of  which  it  forms  a 
part.  Its  locaton  to  meet  local  requirements  should 
be  near  the  center  of  the  plant  and  between  the  loco- 
motive and  car  departments.  There  is  usually  a  string 
of  cars  on  one  or  both  sides  of  the  storehouse  and 
more  or  less  movement  of  these  cars  before  or  after 
loading  and  unloading.  Where  the  storehouse  is  lo- 
cated centrally  these  cars  offer  some  impediment  to 
the  distribution  of  material  and  movement  between  shop 
buildings. 

In  many  shops  of  recent  design,  careful  attention 
has  been  given  to  so  arranging  the  individual  shop 
buildings  as  to  provide  for  intercommunication,  and 
this  arrangement  is  being  improved  by  placing  the 
principal  buildings  tributary  to  a  general  thorough- 
fare or  avenue  of  shop  traffic.  Where  this  principle 
is  followed,  the  storehouse  is  usually  at  one  end  of  the 
thoroughfare  and  at  one  side  of  the  area  occupied  by 
the  shop  buildings.  According  to  this  scheme  track 
connections  to  the  storehouse  are  convenient  and  the 
general  thoroughfare  provides  for  distribution  to  the 
locomotive  and  car  departments  with  equal  facility. 
In  this  respect  there  is  a  certain  similarity  between 
the  general  layout  plan  of  the  large  shops  recently 
constructed,  in  which  the  principal  buildings  are  trib- 
utary to  a  crane  served  midway,  and  that  of  ftie 
smaller  shops  in  which  the  principal  buildings  are 
tributary  to  a  single  transfer  table.  In  one,  the 
storehouse  is  at  the  end  of  the  midway  and  in  the 
other  it  is  at  the  end  of  the  transfer  table  pit. 

This  feature  is  exemplified  rather  strikingly  by  the 
illustrations  presented  in  connection  with  the  chapter 
on  the  railway  shop  layout,  selected  as  representative 
of  a  number  of  practical  shop  arrangements. 

At  Burnside,  I.  C.  R.  R.,  and  at  Collinwood,  L.  S. 
&  M.  S.  Ry.,  the  storehouse  is  between  the  locomo- 
tive and  car  departments.  At  Silvis,  C.,  R.  I.  & 
P.  Ry.,  the  car  department  has  not  yet  been  built, 
however,  the  storehouse  is  so  located  as  to  be  be- 
tween the  present  site  of  the  locomotive  department 
and  the  site  selected  for  the  car  department. 

At  Angus,  C.  P.  Ry. ;  Beech  Grove,  C.  C.  C.  &  St. 
L.  Ry. ;  Battle  Creek,  Grand  Trunk  Ry.,  and  at  Scran- 
ton,  D.  L.  &  W.  Ry.,  shops  at  which  the  principal 
buildings  are  arranged  tributary  to  a  crane  served 


midway,  the  storehouse  is  adjacent  to  this  thorough- 
fare and  at  or  near  the  edge  of  the  property  covered 
by  shop  buildings. 

At  Denver,  C.  &  S.  Ry. ;  Hannibal,  C.  B.  &  Q.  Ry. ; 
Oelwein,  C.  G.  W.  Ry.,  and  at  Fond  du  Lac,  Wis. 
Cent.  Ry.,  where  the  principal  buildings  are  tributary 
to  a  single  transfer  table,  and  at  South  Louisville, 
L.  &  N.  R.  R.,  where  the  principal  buildings  are  trib- 
utary to  a  single  transfer  table  and  a  crane  served 
storage  yard,  making  an  L-shaped  thoroughfare,  the 
storehouse  is  located  at  one  end  of  the  transfer  table 
pit. 

BUILDING. 

The  storehouse  is  usually  in  an  isolated  building 
where  there  is  ample  room  for  track  approach  and  for 
surrounding  the  building,  partially  or  in  whole,  with 
a  storage  and  unloading  platform.  In  more  recent 
years  this  principle  has  been  adhered  to  almost  with- 
out exception  in  building  new  shops.  However,  there 
are  a  number  of  shops  now  in  service  in  which  the 
storehouse  is  a  part  of  the  main  building  or  has  walls 
in  common  with  some  of  the  other  buildings.  At 
Oelwein,  C.  G.  W.  Ry.,  the  storehouse  is  at  one  end 
of  the  main  building,  and  the  storehouse  at  Reading, 
P.  &  R.  R.  R.,  is  between  the  boiler  shop  and  black- 
smith shop,  having  walls  common  with  both. 

The  nature  of  the  service  performed  by  the  store- 
house requires  a  large  amount  of  loading  and  unload- 
ing. It  is  therefore  essential  that  provision  be  made 
for  a  number  of  cars  to  stand  at  the  storehouse  at 
one  time  and  that  trucking  across  the  house  shall 
cover  a  short  distance.  For  this  reason  the  store- 
house is  a  long  narrow  building. 

For  greater  facility  in  loading  and  unloading  cars 
the  first  floor  of  the  storehouse  is  usually  4  feet  above 
grade  or  at  the  level  of  an  ordinary  box  car  floor. 
A  platform  usually  extends  along  one  or  both  sides 
of  the  first  floor,  and  this  platform  is  normally  unob- 
structed in  order  to  facilitate  rapid  trucking  between 
the  storehouse  and  cars.  At  each  end  there  is  usually 
a  platform  for  the  storage  of  such  material  as  may  be 
exposed  to  the  weather  without  serious  deterioration. 

In  view  of  the  large  amount  of  material  which  may 
be  exposed  to  the  weather  and  yet  should  be  stored 
near  the  storehouse  where  it  may  be  properly  super- 
vised, the  tendency  is  for  a  wider  platform  along  the 
sides  of  the  building  to  serve  as  a  storage  space  as 
well  as  a  loading  platform.  Many  store  department 
officials  consider  14  feet  as  the  minimum  width  advis- 
able, and  a  platform  18  feet  wide  is  favored. 

At  Angus,  C.  P.  Ry.,  the  track  approach  and  load- 
ing platform  are  at  one  side  only  of  the  storehouse. 
Doors  on  the  other  side  are  used  for  the  receipt  of 
material  delivered  by  teams.  As  the  storehouse  at 
Reading  is  not  isolated  it  is  impossible  to  provide 
track  approaches  at  either  side,  and  the  delivery  track 
is  brought  in  through  the  center  of  the  building. 


172 


RAILWAY  SHOP  UP  TO  DATE 


While  the  storehouse  at  Sayre,  L.  V.  R.  R.,  is  isolated  and 
has  a  track  approach  on  each  side,  a  delivery  track 
is  brought  in  through  the  center  of  the  building. 
As  the  floor  and  platform  are  at  the  height  of  a  car 
floor,  the  middle  track  causes  a  pit  through  the  cen- 
ter. Access  between  the  two  sections  thus  formed  is 
by  means  of  adjustable  bridges  which  are  swung  in 
the  clear  when  cars  are  to  be  moved.  The  floor  of 
the  storehouse  at  McKees  Rocks,  P.  &  L.  E.  R.  R., 
is  on  the  ground  level.  This  is  flanked  on  each  side 
by  a  depressed  track  and  the  cars  are  thus  lowered 
to  a  convenient  height. 

The  storehouse  is  usually  a  substantial  building 
'with  brick  walls  in  which  the  roof  and  upper  floors 
are  supported  by  a  wooden  structure  of  slow-burning 
construction.  It  is  characteristic  of  modern  store- 
houses that  they  are  well  provided  with  ample  nat- 
ural light. 

There  is  quite  a  difference  in  the  number  and 
arrangement  of  floors  at  various  storehouses.  For  in- 
stance, at  Silvis,  C,  R.  I.  &  P.  Ry.,  there  are  three 
floors,  all  above  ground  level.  The  floors  are 
served  by  two  electric  elevators  of  5,000  Ibs.  capacity 
each.  At  Collinwood,  L.  S.  &  M.  S.  Ry.,  the  number 
and  arrangement  of  floors  are  the  same,  and  the  three 
floors  are  served  by  a  single  elevator  of  5,000  Ibs. 
capacity.  The  general  storehouse  at  Burnside,  I.  C. 
R.  R.,  has  two  floors  above  ground  level  in  addition 
to  a  basement.  The  basement  and  two  upper  floors 
are  served  by  an  hydraulic  elevator  of  10,000  Ibs. 
capacity,  and  in  addition  to  this  the  basement  is  served 
by  two  hydraulic  elevators  of  10,000  Ibs.  capacity,  each, 
which  deliver  direct  to  the  "shipping  platforms  along 
the  sides  of  the  building.  The  basement  extends  be- 
neath the  area  covered  by  the  side  platforms,  and  thus 
has  the  advantage  of  this  greater  area  in  addition  to 
that  covered  by  the  building  proper. 

The  storehouse  at  Angus,  C.  P.  Ry.,  is  of  one  story, 
with  the  exception  of  a  gallery  for  the  storage  of 
light  material,  which  covers  about  two-thirds  of  the 
floor  area.  The  gallery  is  reached  by  a  single  straircase 
and  the  clerical  force  of  the  stores  department  occu- 
pies offices  at  one  end  of  the  gallery. 

A  num'ber  of  storehouses  are  of  one  story  through- 
out, or  of  one  story  with  a  basement,  and  it  is  quite 
common  to  build  the  main  portion  of  the  storehouse 
of  one  story,  with  two  or  three  stories  at  one  end 
which  are  occupied  by  the  storekeeper,  the  master 
mechanic  and  their  respective  office  staffs. 

While  the  storehouse  at  Angus  covers  a  greater 
actual  ground  area  than  any  other  storehouse  of  which 
information  is  at  hand,  the  storehouse  at  Silvis  has 
the  greatest  storage  space,  due  to  the  greater  number 
of  available  floors.  The  Angus  storehouse  is  600  feet 
long  by  85  feet  wide,  covering  a  ground  area  of  51,000 
square  feet,  and  providing  a  storage  area  of  approxi- 
mately 80.000  square  feet.  The  Silvis  storehouse  is  500 
feet  long  by  100  wide,  covering  a  ground  area  of  50,000 
square  feet,  and  providing  a  storage  area  of  134,312 


square  feet,  arranged  with  47,712  square  feet  on  the  first 
floor  and  43,300  square  feet  on  each  of  the  second  and 
third  floors.  The  clear  heights  above  the  first  floor  of  the 
Silvis  storehouse  is  about  18  feet,  above  the 
second  floor  about  14  feet,  and  above  the  third  floor 
an  average  of  a  little  over  9  feet.  The  Burnside  gen- 
eral storehouse  is  300  feet  long  by  70  feet  wide,  cov- 
ering a  ground  area  of  21,000  square  feet  and  provid- 
ing a  storage  space  of  61,600  square  feet.  In  addition 
to  this  there  is  a  new  storehouse  at  Burnside  which 
takes  care  of  road  department  supplies,  etc.,  and  is 
400  feet  long  by  72  feet  wide,  a  portion  150  feet  long 
being  two  stories  high.  The  two  storehouses  cover 
a  ground  area  of  50,400  square  feet  and  provide  a 
total  storage  area  of  104,400  square  feet.  The  store- 
house at  Collinwood  is  302  feet  long  by  60  feet  wide, 
covering  a  ground  area  of  18,000  square  feet  and 
providing  a  total  storage  space  of  54,000  square  feet. 
The  one-story  storehouse  of  the  Lehigh  Valley  Rail- 
road at  Sayre  is  363  feet  long  by  102  feet  wide  and 
provides  a  storage  space  of  37,400  square  feet. 

INTERIOR  ARRANGEMENT. 

The  interior  arrangement  of  the  storehouse  with 
regard  to  the  distribution  of  storage  shelves,  cases, 
racks,  etc.,  like  so  many  features  of  a  railway  shop 
plan,  depends  on  local  conditions.  The  conditions 
peculiar  to  this  case  are  the  shape  and  size  of  build- 
ing, location  of  windows  or  skylights  providing  nat- 
ural light,  and  the  number  of  floors  in  the  storehouse. 

The  shelves  and  bins  are  commonly  arranged  in 
large  sections  and  the  sections  so  placed  as  to  form 
long  aisles  extending  the  entire  length  of  the  build- 
ing to  provide  for  the  delivery  and  distribution  of 
material.  A  feature  of  importance  almost  equal  to 
that  of  providing  for  unimpeded  delivery  is  the  ar- 
rangement of  sections  to  allow  the  unobstructed  dif- 
fusion of  natural  light.  Another  essential  feature  is 
the  arrangement  of  aisles  and  sections  so  that  the 
officer  in  charge  of  the  storehouse  may  obtain  a  view 
covering  a  large  area  from  one  vantage  point. 

The  experience  of  a  number  of  different  store- 
houses would  lead  to  the  conclusion  that  where  the 
building  is  a  long  narrow  structure  of  a  single  story 
and  natural  light  is  almost  wholly  admitted  through 
skylights  in  the  roof,  the  most  satisfactory  arrange- 
ment of  shelves  and  bins  is  in  long  rows  parallel  with 
the  length  of  the  building,  with  aisles  between  for 
trucking  and  distribution.  With  such  an  arrange- 
ment the  entire  floor  is  well  lighted  naturally  and  is 
subjected  to  easy  observation  from  an  office  at  one 
end  of  the  floor.  Further,  the  capacity  of  the  floor 
is  well  utilized  for  storage  space. 

Where  the  floor  is  entirely  dependent  upon  win- 
dows in  the  wall  for  natural  lighting,  the  cross  ar- 
rangement of  shelves  seems  to  give  the  best  results, 
longitudinal  aisles  being  provided  for  trucking  and 
distribution.  Some  storehouse  authorities  maintain 
that  all  windows  in  the  walls  should  be  at  least  10  or 


STOREHOUSE 


12  feet  above  the  floor  line  to  allow  the  wall  space 
to  be  utilized  for  bins,  shelves,  etc. 

The  windows  in  the  side  walls  of  the  storehouse  at 
Angus,  C.  P.  Ry.,  are  12  feet  above  the  floor  in  order 
that  storage  shelves  may  be  arranged  along  these 
walls  and  yet  allow  generous  natural  light.  In  addi- 
tion to  those  shelves  at  the  side  are  sections  of  shelves 
arranged  transversely.  Four  longitudinal  aisles  tra- 
verse the  area  occupied  by  the  shelves,  one  in  front 
of  each  side  row  and  two  passing  through  the  cross 
sections.  There  are  no  dark  or  dusty  corners  in  this 
building,  and  anyone  walking  along  the  aisles  has  a 
clear  and  unobstructed  view  of  the  alley  ways  be- 
tween the  racks. 

The  Angus  storehouse  is  divided  into  three  sec- 
tions separated  by  fire  walls  and  fireproof  doors.  The 
sections  are  designated  as  A,  B  and  C.  Section  A 
occupies  the  end  of  the  building  nearer  the  locomotive 
shop  and  is  used  for  the-storage  of  material  common 
to  the  locomotive  department.  For  similar  reasons 
car  material  is  kept  in  Section  C.  Section  B  is  called 
the  shipping  section  and  through  it  is  handled  current 
material  for  the  line.  This  section  is  provided  with 
three  receiving  and  three  distributing  doors.  There 
is  a  scale  and  office  at  each  door  and  all  material 
entering  and  leaving  the  storehouse  is  weighed  and 
checked. 

The  individual  sections  and  shelves  at  most  railway 
storehouses  are  usually  built  of  wood  and  designed 
according  to  the  requirements  of  local  conditions  and 
for  the  specific  material  to  be  stored.  The  portion 
constituting  the  base  is  usually  wider  than  the  upper 
portion  and  is  of  the  same  width  for  a  height  of  about 
three  feet.  Above  this  the  shelves  usually  taper 
toward  the  top,  and  the  wider  portion  of  the  base  sec- 
tion provides  a  narrow  platform  on  which  to  stand 
in  reaching  the  upper  shelves.  The  upper  pigeon 
holes  are  usually  small  and  the  spaces  become  wider 
and  higher  until  they  approach  the  bottom. 

The  shelves  and  furnishings  are  necessarily  pro- 
vided in  ample  quantity  and  suitably  designed  to  ac- 
commodate the  great  variety  that  constitutes  the 
stock.  It  has  been  customary  to  accomplish  this  re- 
sult by  erecting  permanent  shelves  and  racks.  In 
view  of  the  number  of  changes  that  take  place  in  the 
movement  and  rearrangement  of  stock,  it  has  been 
suggested  as  desirable  to  equip  store  rooms  with 
shelves  and  racks  that  could  be  extended,  contracted 
or  relocated  without  loss  or  inconvenience.  This  re- 
sult may  be  accomplished  to  a  great  extent  by  adopt- 
ing what  is  known  as  the  unit  system,  that  is,  to  build 
storehouse  furniture  in  units,  and  of  a  size  that  would 
render  them  portable  and  interchangeable.  While  the 
outside  dimensions  of  these  units  must  be  uniform 
they  should  be  of  various  designs,  suited  for  the  dif- 
ferent classes  for  which  they  are  required.  The  unit 
idea  of  construction  finds  its  most  conspicuous  exem- 
plification in  the  elastic  book  cases  which  are  now 
being  largely  manufactured  and  sold. 


Units  suitable  for  storehouse  practice  have  been  built 
of  ~/&  inch  pine,  26  inches  high,  52  inches  long  and  16 
inches  deep  outside.  These  can  be  subdivided  into  sec- 
tions as  required.  The  sections  should  be  raised  a  suit- 
able distance  from  the  floor,  which  may  be  done  by  rest- 
ing them  on  a  base  built  of  2  by  6  inch  stock.  A  mould- 
ing may  be  placed  on  the  top  to  give  them  a  more  finished 
appearance,  but  this  is  not  necessary.  As  many  units  may 
be  assembled  as  required  and  as  space  permits. 

CRANE  SERVICE. 

At  those  shop  plants  so  arranged  as  to  make  the  prin- 
cipal buildings  tributary  to  a  single  crane  served  thor- 
oughfare, a  portion  of  the  storehouse  platform  is  usually 
within  the  span  of  the  crane  to  provide  for  handling  and 
delivering  heavy  material. 

At  Silvis,  C,  R.  I.  &  P.  Ry.,  a  large  platform  400 
feet  long  and  134  feet  wide,  for  the  storage  of  heavy  ma- 
terial, is  served  by  a  traveling  crane  of  5  tons'  capacity, 
having  a  span  of  80  feet.  A  delivery  track  along  one 
side  of  the  platform  is  within  the  scope  of  this  crane. 

At  the  Chicago  &  Northwestern  Railway  shops  at  Chi- 
cago and  at  the  Burnside  shops  of  the  Illinois  Central 
Railroad,  traveling  cranes  have  been  installed  in  the  stor- 
age yards,  to  facilitate  the  movement  of  material  and  the 
loading  and  unloading  of  cars. 

At  Collinwood,  L.  S.  &  M.  S.  Ry.,  a  large  area  which 
occupies  a  space  between  two  rows  of  the  principal  build- 
ings is  soon  to  be  served  by  an  outdoor  traveling  crane 
and  will  be  used  as  a  storage  yard  for  heavy  material. 

While  the  idea  of  handling  storehouse  material  by  a 
crane  in  the  yard  is  not  new,  such  a  device  facilitates  the 
movement  of  material  to  a  large  extent  and  provides  a 
feature  of  economy  especially  in  handling  very  heavy  ma- 
terial kept  in  stock,  such  as  cylinders,  driving  wheel 
centers,  tires,  frogs,  boiler  fronts,  boiler  sheets,  pilots, 
etc. 

An  interesting  instance  in  this  connection  is  the  crane 
designed  and  constructed  to  meet  local  requirements  at 
the  Chicago  shops  of  the  Chicago  &  Northwestern  Rail- 
way. This  crane  has  a  span  of  45  feet  and  the  runway 
supported  on  wooden  frames  covers  a  distance  of  475 
feet.  The  crane  has  a  capacity  of  5  tons  and  the  motors 
are  driven  by  current  taken  from  the  shop  power  house. 
As  an  instance  of  the  economy  represented  by  the  instal- 
lation of  this  crane,  it  is  interesting  to  observe  that,  with 
the  assistance  of  the  crane,  two  men  now  do  the  work 
formerly  requiring  ten  men. 

SCRAP. 

With  very  little  exception  all  scrap  that  accumulates  on 
a  railway  system  has  a  market  value  and  it  is  therefore  of 
the  utmost  importance  that  scrap  material  should  be  taken 
care  of  and  delivered  to  the  proper  department  with  as 
little  loss  of  time  as  possible.  It  is  now  generally  con- 
ceded that  scrap  should  be  handled  by  the  store  depart- 
ment and  on  most  railways  this  practice  is  followed. 

At  the  1905  convention  of  the  Railway  Storekeepers' 
Association,  an  excellent  paper  on  the  subject  of  scrap, 
scrap  handling  and  credit,  was  presented  by  Mr.  W.  G. 


174 


RAILWAY  SHOP  UP  TO  DATE 


Tubby,  general  storekeeper  of  the  Great  Northern  Rail- 
way. This  paper  described  a  system  of  handling  scrap  by 
which  such  satisfactory  results  have  been  obtained  that 
it  is  believed  representative  of  up  to  date  practice  and  the 
paper  is  reproduced  in  part  as  follows : 

"On  the  Great  Northern  system  all  scrap  is  approxi- 
mately turned  over  to  the  store  department  as  soon  as 
made,  or  as  soon  after  as  convenient,  and  the  proper  ac- 
counts credited  with  the  value  of  same ;  so  that  all  scrap 
on  the  entire  system  is  cleaned  up  each  month.  Mainte- 
nance of  way  scrap  that  has  accumulated  at  the  section 
tool  houses  during  the  month  is  picked  up  by  the  supply 


cars. 


"All  scrap  brass  is  delivered  to  the  storehouse  by 
the  mechanical  department,  with  credit  ticket  made 
out  as  fast  as  it  accumulates,  and  credited  to  the 
proper  account.  On  receipt  of  the  scrap  brass  at  the 
storehouse  it  is  weighed,  graded  and  put  in  the  bins 
assigned  for  same,  which  bins  are  located  in  the 
storehouse  under  lock  and  key. 

"The  heavy  scrap  from  the  machine  shop,  and  all 
from  the  blacksmith  and  boiler  shops,  is  loaded  on 
cars  specially  assigned  for  scrap  service  at  the  shops 
as  it  accumulates.  Credit  tickets  are  made  out  and 
turned  over  to  the  store  department,  who  have  the 
cars  switched  to  the  scrap  bins  to  be  unloaded,  sorted 
and  graded,  and  the  scrap  received  is  checked  against 
the  credit  tickets  turned  in,  so  that  all  scrap  is  cred- 
ited to  the  accounts  for  the  month  in  which  it  belongs. 
In  this  way  there  is  no  scrap  left  scattered  around 
the  shops  or  grounds. 

"By  locating  the  west  end  of  the  scrap  bins  con- 
venient to  the  door  of  the  machine  shop,  all  turnings 
and  borings  and  all  scrap  that  can  be  handled  by 
push  car  or  wheelbarrow  is  delivered  by  the  mechan- 
ical department  to  the  scrap  bins  with  credit  tickets 
daily,  and  only  the  large  scrap,  such  as  wheel  cen- 
ters, cylinders,  etc,  are  loaded  on  scrap  cars  assigned 
for  that  purpose.  But  all  scrap  from  the  boiler  and 
blacksmith  shops  is  loaded  on  scrap  cars  and  deliv- 
ered to  bins  for  sorting  and  grading.  This  is  both  a 
convenient  and  economical  arrangement. 

"At  smaller  shops  all  scrap  is  delivered  to  the  store 
department  daily  and  credit  tickets  to  the  proper  ac- 
counts turned  in  on  delivery.  At  locomotive  round- 
houses and  car  repairing  yards  the  scrap  is  delivered 
to  the  storehouse  bins  with  credit  tickets  at  the  time 
requisitions  are  made  for  new  material,  so  that  the 
man  who  delivers  scrap  to  the  storehouse  sees  it 
weighed  and  takes  the  new  material  back  with  him. 

"In  the  case  of  car  repairing  yards  being  located 
too  far  from  the  storehouse  to  deliver  the  scrap  as 
removed,  it  is  allowed  to  accumulate  until  a  certain 
date  each  month,  when  it  is  weighed  and  loaded  on 
cars  and  turned  over  to  the  store  department  with 
credit  tickets;  but  in  all  other  cases  all  scrap  is  de- 
livered to  the  storehouse  at  the  time  new  material  is 
drawn.  Scrap  journal  bearings,  however,  are  deliv- 
ered at  the  storehouse  at  the  time  new  journal  bear- 


ings are  drawn,  so  that  there  is  always  a  scrap  bear- 
ing received  when  issuing  a  new  one. 

"All  maintenance  of  way  scrap,  with  the  exception 
of  rail,  is  delivered  to  the  supply  cars  when  making 
their  monthly  trips  at  the  time  the  new  supplies  are 
delivered.  The  scrap  which  has  accumulated  on  the 
sections  during  the  month  is  assembled  at  the  tool 
houses  from  time  to  time,  and  the  section  men  edu- 
cated to  sort  out  the  different  kinds,  so  that  on  arrival 
of  the  supply  cars  the  different  kinds  of  scrap  are 
quickly  weighed  and  loaded  and  credit  tickets  made 
out  in  duplicate,  and  O.  K.'d  by  the  section  foremen 
and  supply  car  man,  the  original  being  sent  to  the 
division  superintendent  for  his  information  to  invoice 
against  the  store  department  for  the  amount  and  value 
of  the  scrap  turned  over  to  the  supply  cars,  and  the 
duplicate  is  sent  to  the  storekeeper  to  check  against 
the  scrap  received  on  the  car  when  it  arrives,  and  also 
to  check  against  the  superintendent's  invoices  when 
received.  In  this  way  there  is  no  confusion  or  mis- 
understanding. The  store  department  receives  the 
scrap  and  accepts  the  superintendent's  invoices  for 
same. 

"When  the  supply  cars  collect  a  load  of  scrap  they 
bill  the  car  to  the  storehouse  from  which  they  are 
operated,  and  another  empty  car  is  used.  All  track 
scrap,  including  frogs,  crossings,  split  switches,  switch 
stands,  hand  and  push  cars,  tools,  etc.,  in  fact,  all 
scrap,  with  the  exception  of  rail,  is  cleaned  up  each 
month  and  loaded  on  the  cars  which  accompany  the 
supply  cars  delivering  the  monthly  supplies.  In  this 
way  all  the  scrap  on  the  system  is  shipped  to  the 
stores  each  month  with  the  exception  of  scrap  rail, 
this  being  loaded  by  division  superintendents  as  often 
as  convenient. 

"In  order  to  get  the  best  results  in  handling  scrap, 
it  is  essential  that  all  concerned  be  educated  to  the 
fact  that  the  different  parts  must  be  separated,  the 
usable  from  what  is  actually  scrap,  and  the  cast  or 
malleable  from  steel,  wrought,  etc.,  as  each  kind  of 
scrap  has  a  different  market  value,  and  also  that  all 
scrap  must  be  turned  over  to  the  store  department  as 
soon  as  possible  and  credited  to  the  proper  accounts. 
Also,  the  store  department  insisting  on  old  tools  and 
other  material  being  turned  in,  so  far  as  can  be  done, 
at  the  time  new  material  is  issued.  By  this  method 
all  scrap  is  in  the  hands  of  the  store  department, 
practically,  as  soon  as  it  accumulates,  when  it  is 
sorted,  graded  and  the  usable  material  separated  and 
put  into  stock  for  further  service,  and  the  scrap  sold 
at  the  option  of  the  purchasing  agent 

"It  has  been  explained  how  scrap  is  delivered  to 
the  store  department,  but  the  question  of  handling 
the  scrap  after  being  received,  in  order  to  produce  the 
best  results  at  the  least  possible  expense,  which  in- 
cludes sorting  out  second-hand  usable  material,  and 
material  that  can  be  repaired  at  a  cost  that  would 
warrant  doing  so,  in  preference  to  scrapping,  is  a  very 
important  one. 


STOREHOUSE 


175 


"In  the  first  place,  a  thoroughly  competent  fore- 
man who  has  a  good  knowledge  of  the  different  kinds 
of  usable  material  and  its  use,  and  the  grades  of  scrap, 
shou'.d  be  assigned  in  charge  of  the  scrap  bins,  also 
steady  and  intelligent  laborers  assigned  him;  and 
these  men  should  not  be  taken  off  the  work  so  long 
as  there  is  work  to  do,  as  they  only  become  efficient 
by  long  experience.  It  is  also  advisable  and  econom- 
ical to  pay  one  or  more  of  the  old  experienced  men  a 
few  cents  per  day  higher  rate  than  the  other  laborers 
with  whom  they  are  working,  in  order  that  they  may 
be  relied  upon  to  retain  their  positions  and  watch  the 
other  men  and  see  that  usable  material  is  not  being 
scrapped,  or  scrap  not  correctly  graded,  which  latter 
is  of  great  importance  when  loading  on  sales  orders. 

"To  handle  scrap  economically  a  proper  system  of 
scrap  bins  should  be  provided,  the  floor  of  the  bins 
being  on  a  level  with  the  deck  of  cars,  and  the  bins 
of  sufficient  capacity  to  meet  all  requirements.  Scrap 
bins  which  the  Great  Northern  Railway  use  at  their 
new  Dale  street  shops  are  giving  entire  satisfaction, 
being  convenient,  economical  and  ample  in  every  sense 
of  the  word.  The  bins  are  600  feet  long  by  38  feet 
wide,  which  includes  a  platform  on  one  side  8  feet 
wide  on  which  is  located  a  standard-gauge  track  for 
the  operation  of  push  cars  which  are  used  in  moving 
the  different  kinds  of  scrap  for  delivery  to  the  proper 
bins.  On  this  platform,  in  front  of  the  bins,  are  two 
track  scales  on  which  to  weigh  the  scrap  loaded  on 
push  cars,  which  is  a  convenient  and  economical  ar- 
rangement. All  cars  containing  scrap  from  shops  or 
shipped  in  from  different  points  on  the  line  is  unloaded 
on  push  cars  on  this  platform  for  delivery  to  the  bins 
after  being  weighed. 

"On  the  opposite  side  there  is  no  platform,  but  a 
track  is  located  where  cars  are  placed  at  the  bins  for 
loading  scrap  on  sales  orders.  By  having  no  platform 
on  the  sales  side,  there  is  no  lost  ground  to  travel  over 
in  loading  scrap  into  the  cars,  as  would  be  the  case 
if  scrap  was  loaded  on  the  sorting  side.  The  tracks 
on  each  side  of  the  scrap  bins  lead  together  at  the 
ends.  At  the  east  end  they  lead  to  the  track  scales, 
where  all  empty  and  loaded  cars  are  weighed.  This 
prevents  delay  while  switching,  as  if  switching  is 
being  made  on  the  scale's  side  the  men  can  be  moved 
over  to  the  sorting  side  and  continue  at  work  until 
the  cars  are  placed  for  them  to  resume  loading.  Or. 
if  the  cars  are  on  the  sorting  side  being  switched,  the 
men  can  be  used  in  loading,  or  moved  over  to  the 
main  storehouse,  which  is  only  a  few  feet  distant,  the 
scrap  bins  being  located  parallel  to  the  main  store- 
house, and  connections  made  at  each  end  by  swing 
bridges  which  can  easily  be  turned  by  one  man,  and 
thereby  kept  at  work  at  all  times  while  switching  is 
being  done.  The  west  end  of  the  scrap  bins  is  oppo- 
site to,  and  only  a  few  feet  distant  from,  the  door  of 
the  machine  shop,  with  turntable  at  end  of  incline 
track  from  platform,  so  that  scrap  can  be  loaded  on 
push  cars  and  run  over  to  the  incline,  turned,  weighed 


on  the  platform  track  scales,  and  delivered  to  the  bins 
in  which  the  scrap  is  to  be  placed. 

"At  each  end  of  the  scrap  bins  a  number  of  bins 
have  been  roofed  over,  and  in  these  bins  are  stored 
the  different  kinds  of  borings  and  turnings,  No.  1  and 
No.  2  wrought,  foundry  coke,  sand  and  ashes,  scrap 
hose,  rope  and  sacking,  and  other  scrap  which  should 
be  under  cover;  the  balance  of  the  bins  are  uncov- 
ered. 

"In  connection  with  the  economical  handling  of 
scrap  I  would  not  recommend  contract  labor  unload- 
ing, sorting  and  grading  of  scrap  at  a  price  per  ton, 
for  the  reason  that  there  is  so  much  good  second- 
hand, or  material  that  can  be  replaced  cheaply,  which 
would  be  liable  to  be  scrapped  if  paid  for  at  a  con- 
tract price,  the  principal  thing  the  contractor  would 
have  in  view  being  the  tonnage ;  and  I  consider  the 
best  and  most  economical  results  can  be  obtained  by 
having  a  thoroughly  competent,  conscientious  fore- 
man in  charge  of  the  scrap  yard,  who  knows  his  busi- 
ness, so  that  no  material  but  what  is  actually  worth- 
less would  be  scrapped 

"The  railway  scrap  pile  furnishes  an  interesting 
and  instructive  object  lesson,  for  there  you  find  the 
remains  of  the  material  that  has  been  purchased  new 
and  put  into  service  by  the  different  departments  in 
the  operation  and  maintenance  of  the  road,  for  by 
studying  the  breakages,  the  weakness  and  defects  of 
the  material  taken  out  of  service  are  located,  and  if 
necessary  a  remedy  is  provided. 

"The  system  of  handling  scrap  on  the  Great  North- 
ern Railway  and  the  results  secured  have  been  highly 
satisfactory,  especially  so  from  an  economical  stand- 
point, since  the  new  scrap  bins  at  the  general  stores, 
St.  Paul,  have  been  put  into  commission." 
OIL  HOUSE. 

At  a  large  or  general  railway  shop  plant  the  oil 
house  is  usually  a  small,  fireproof  building  isolated 
from  the  other  buildings.  At  small  shop  plants  a  sec- 
tion of  the  storehouse  is  frequently  devoted  to  the 
storage  and  delivery  of  oil  and  waste. 

LOCATION'. 

Where  oil  is  handled  through  the  storehouse  the 
location  of  the  oil  handling  department  is  naturally 
dependent  upon  the  situation  of  the  storehouse.  That 
portion  of  the  storehouse  devoted  to  this  department 
is  selected  to  provide  convenience  in  the  delivery  of 
oil  to  the  roundhouse  and  the  shop  buildings. 

The  location  of  the  isolated  oil  house  is  dependent 
upon  several  conditions.  Its  natural  location  is  near 
the  storehouse,  and  at  the  same  time  it  should  be  in 
a  situation  convenient  to  the  several  shops  operating 
machinery.  Where  a  roundhouse  is  included  in  the 
shop  plant,  it  is  very  essential  that  the  oil  house 
should  be  in  close  proximity  to  the  roundhouse  in 
view  of  the  large  amount  of  oil  delivered  to  supply 
locomotives 

The  location  of  the  oil  houses  at  Burnside,  I.  C. 
R.  R.,  and  at  Silvis,  C,  R.  I.  &  P.  Ry..  repre- 


176 


RAILWAY  SHOP  UP  TO  DATE 


sents  a  convenient  method  of  disposing  of  this  build- 
ing. In  each  case  the  oil  house  is  reached  by  the 
platform  serving  the  storehouse,  and  while  not  di- 
rectly between  the  storehouse  and  the  roundhouse, 
it  is  located  conveniently  with  regard  to  both  of  them, 
and  is  also  accessible  from  the  other  buildings.  At 
Elizabethport,  C.  R.  R.  of  N.  J.,  the  roundhouse  is 
not  near  the  storehouse  and  there  are  several  build- 
ings between  them.  At  this  point  the  oil  house  is 
isolated  and  is  near  the  roundhouse.  At  the  same 
time  it  is  easy  of  access  from  the  locomotive  shop. 

BUILDING. 

The  oil  house  usually  consists  of  one  floor  and  a 
basement  and  the  floor  is  commonly  four  feet  above 
grade,  on  the  level  of  an  ordinary  car  floor.  The  walls 
are  usually  of  brick  supported  on  concrete  founda- 
tions and  the  roof  is  supported  by  steel  roof  trusses 
or  by  a  wooden  framework  of  slow-burning  mill  con- 
struction. The  basement  is  arranged  to  contain  oil 
storage  tanks,  and  a  convenient  method  of  arranging 
the  main  floor  is  to  divide  it  into  three  sections,  a 
shipping  room,  a  barrel  room  and  a  waste  room.  The 
rooms  are  separated  by  fire  walls  having  fireproof 
sliding  doors.  The  basement  and  main  floor  are  con- 
nected by  a  steel  stairway. 

The  oil  house  is  commonly  heated  by  steam  pipes 
and  those  pipes  in  the  basement  are  carried  along  the 
wall  or  between  the  tanks.  Steam  pipes  placed  in 
the  tanks  are  unsatisfactory  because  of  their  liability 
to  leak  and  their  inaccessibilty  for  repairs. 

DELIVERY. 

The  most  convenient  method  of  delivery  to  the 
storage  tanks  is  by  gravity  from  a  tank  car  placed 
on  an  adjacent  track  or  by  gravity  from  barrels 
placed  immediately  over  the  storage  tanks.  While 
these  methods  have  not  been  followed  always  they 
represent  the  most  common  practice. 

Delivery  from  the  tanks  is  generally  made  at  some 
one  convenient  point.  The  faucets  through  which  de- 


livery is  made  are  assembled  and  are  connected  by 
pipe  lines  with  the  several  tanks. 

Oil  is  raised  to  the  point  :of  delivery  either  by  com- 
pressed air  or  by  pumps,  and  in  some  cases  both  air 
and  pumps  are  installed.  Water  entrained  in  the  air 
pipes  is  apt  to  become  mixed  with  the  oil,  and  due  to 
its  deteriorating  effect  upon  illuminating  oils,  these 
oils  are  usually  delivered  by  pumps. 

In  order  that  the  storage  tanks  shall  not  be  kept 
under  air  pressure,  oil  is  led  by  gravity  into  a  small 
reservoir  which  is  properly  equipped  with  check 
valves  and  air  connections.  The  oil  is  then  delivered 
by  compressed  air  from  the  reservoirs  through  the 
pipe  lines  to  the  faucets,  air  control  valves  being  sit- 
uated conveniently  near  the  faucets. 

An  ingenious  system  of  oil  delivery  has  been  de- 
veloped whereby  oil  is  delivered  from  the  storage 
tanks  by  pumps  which  may  be  set  to  measure  the 
desired  amount  £nd  deliver  accurately  only  the 
amount  required.  This  system  not  only  represents  a 
saving  in  handling  oils  but  further  serves  to  provide 
an  accurate  measure  of  the  oil  which  has  been  re- 
moved, by  which  may  be  determined  the  amount  of 
oil  remaining. 

A  further  convenience  of  this  system  is  that  the 
storage  tanks  are  not  necessarily  in  the  same  build- 
ing as  the  delivery  pumps.  For  instance,  at  the  Col- 
linwood  roundhouse  of  the  L.  S.  &  M.  S.  Railway, 
as  well  as  at  some  other  points,  the  storage  tanks  are 
in  the  basement  of  an  isolated  oil  house,  while  the 
pumps  controlling  the  delivery  of  oil  are  in  the  small 
store  room  connected  with  the  roundhouse.  The 
pumps  occupy  a  small  space  so  that  they  do  not 
crowd  the  store  room  and  they  do  not  present  an 
unsightly  appearance. 

The  engravings  presented  with  this  chapter  illus- 
trate designs  and  dimensions  of  a  number  of  repre- 
sentative oil  houses  as  well  as  several  systems  of 
storing  and  delivering  oil. 


STOREHOUSE 


177 


CROSS  SECTION  THROUGH  OFFICE  BUILDING  AND  GENERAL. 

STOREHOUSE    AT    BARING    CROSS,    ARK. 

ST.    L.    I.    M.    &    S.    RY. 


g~^= 


r£ 


ISO 


~f f/afrcrm 


t 

<"  m 

; 

\^n     : 

|  ir-/0—  4, 

IS'-T^-  IS  7"  -*i 

^^_- 

- 

=  -_- 

_^r-_-^^=^^^^ 

=  —  „--=.- 

fe^KJ 

.  

^             ' 

/         ^ 

1 

Store  /foom 
47'x  W 

i* 

1 

=^-_ 

|i|! 

A          Cl   ^  - 

~T    ^ 

fev^  -=  c  ~V° 

i 

f  i^  ^q~"  t 

\5 

r*7  r"  g 

1  .'     **->    ^4  •'         •    '  • 

/ 

*      1 

J 

• 

« 

QovnfoBosenenf^ 

^,r*<.           — 

SECOND  i-  LOOT  PL  i  v 

PLAN  OF  OFFICR  BUILDING  AND  STOREHOUSE  AT  BARING      CROSS,    ARK.,    ST.    L.    I.    M.    &   S.    RT. 


=g  an    pi    ma  U^rl  s"8    Bg °n     j L,    u 


PLANS   AND    ELEVATION    OF   STOREHOUSE   AND   OFFICE  BUILDING   AT    EAST    DECATUR,    ILL..    WABASH    RY. 


178 


RAILWAY  SHOP  UP  TO  DATE 


PARTIAL  SECTION  OF  STOREHOUSE  AT  LA  JUNTA, 
COLO.,  A.  T.  &  S.  F.  RY. 


fast  Elevation 


Section  af  West  End 


ELEVATIONS   AND    PARTIAL    SECTION   OF  STOREHOUSE   AT  LA    JUNTA,    COLO.,   A.    T.   &   S.    F.    RT. 


STOREHOUSE 


179 


r,-~. 


.*»'; 


T 

(•£/«•>  «lr 


/Mk 


•;    s 


'*! 


I     v 


FIKT  FLOOR  PLAH 

PLAN  AND   ELEVATION    OF   STOREHOUSE   AND  OFFICE  BUILDING   AT    EAST   ST.    LOUIS,    ILL.,    T.   R.    R. 

ASSOCIATION  OF  ST.  LOUIS. 


"<"<  Tronsrerse  Zed/on'*-*  fna  Clcrotion.  5x3e    deration  Longitudinal   Section 

SECTION   AND   ELEVATION    OF   STOREHOUSE   AT    SILVIS,     ILL.,  C.   R.   I.  &  P.  RY. 


cffouND  nooR  PLAT* 

PLAN  OF  STOREHOUSE  AT  SILVIS,  ILL.,  C.  R.  I.  &  P.  RY. 


PLAN  OF  STOREHOUSE  AT  ANGUS,  C.  P.  RY. 


180 


RAILWAY  SHOP  UP  TO  DATE 


y 

i  — 

:,..-,  ? 

\  --. 

r 

PARTIAL    CROSS    SECTION    OF  GENERAL    STOREHOUSE   AT   BURNSIDE,    ILL.,    I.    C,    R.    R. 


Stti-e  ffoetn          I         1 

•'''•**"'"    •     Jv/,«^. 
I 3.7*i»' 


'-* 


n  n  •* 

"•'"" 


PLAN    OF    STOREHOUSE    AND    STATIONERY    DEPARTMENT  AT   OMAHA,    NEB.,   U.    P.   RY. 


STOREHOUSE 


181 


I—   fTfoit       ^ 

»  -* 
•0 

'<0 

I 

ir> 

~y 

"<4 

V     - 
jSL?>  P'/on/t 

'» 
?           1 

II            1 

p             i 

'•4r&  -  <5  "  ! 

1               :  1               i 

Cross  Section  tfirouyfi  Roofed  Fort  of  Bins 


farf  S/Oe  E/erofion 


-1  I  I  M  I  I   •   I    \    \   \   t-i-r-i-r  |        Ml       i   i   i   i  •  • 


•-.  . 

••t- 

V 

•/>  • 

•  —  e**-^ 

-    4" 

•  —  3O*0  

*yz— 

-K^ 

•« 

-«• 

V/S-t 

•  —  ?<?•£>  — 

* 

•«- 

!*: 

"•''"' 

—  3&0  • 

r/Z-^ 

e- 

-.*  - 

^^ 

-SO-*  | 

:I 

«? 

j 

• 

3 

^ 

0 

<S 

7 

a 

9 

10 


'll 

/2 

- 

II    1 
rife 

« 

" 

i<( 

S5 

?; 

,7 

£<5 

ep 

3V 

3/ 

- 

» 

M 

55 

5<S 

it  ^^ 

7<y  1-  7>; 

SfG 

j  L 

IT——- 

•fit 

^ 

—  {  h 

I" 

1^ 

~rarfr  S^ 

-,-- 

7~racx 

^^ 

•"¥-£-''-  - 

J 

SCRAP  PLATFORM  AT  DALE  ST.,  ST.  PAUL  SHOPS,  OF  THE   GREAT  NORTHERN  RY. 


SECTION  OP  SCRAP  PLATFORM  AT  COLLINWOOD  SHOPS, 
OF  L.  S.  &  M.  S.  RT. 


II 


1 

So 

NCLMC   .j» 

>W£>H 

1  i  -y^tl 

JgjBl                || 

j 

!     i     i 

- 

1 

i                                           L' 

i 

J 

y^  yi 

_  -  _  . 

Hhr 

.^If^^^, 

i 

.     . 

i  r'- 

-1 

ii 

-TOTAL  LtHGTH 


tCNGTM  Of    S«tO 310-0' 


SCRAP  PL.A.TFORM  AT  COLLTNTVOOD  SHOPS,  L.  S.  &  M.  S.  RT. 


182 


RAILWAY  SHOP  UP  TO  DATE 


5 

-.  —  - 

I"1 

^ 

-V, 

^ 

•}  • 

I 

s  ;  •' 

IGfltOn   T*KK        1 

i;                        ,j 

"  ^ 

fAVCfTSp^^^ 

•          f* 
vr 

'V  -/-"'  /v*"f*'?1^v 

S!5              -! 

ill  5        - 

M  *•  x.%         ~* 

i  1  0!""^  ^* 

Se*Kiff&   f/f 

tj3@ 

If 

-"5-* 

c^p 

m\2" 

r^yyj 

'o     *  i 

*M 

g"  ^1 

B 
Jpg 

V 

11  y  -J 

4.SOM-M?*"?'' 

s 

gl-aw^s  a'-/o"io*& 

:            &" 

L-  /c^* 

1  —  nf 

—Z  —  =  —  i!S— 

('13'                 ' 

i  :•?..,  't.Sm 

^T^ 

--'1 

'  X  / 

//^ 

^ 

| 
',) 

3! 

\ 

KS 

-y» 

9     ^ 

n 

JJ! 

? 

.1 

•y 

* 

M 

1 

,A 

k 

7 

-•-          s 

L    *      !    7~ 

^-  —  i  r  T  _i«  .*.  ^r 

'    •  for  

/^ctrrouT  ccex-' 

)       ^CUTOUT 

coci  3* 

",  ',  'x 

n»urr 
LONGITUDINAL  SECTION  OF  OIL  HOUSE  AT  SCRANTON  CAR     SHOPS,   D.   L.   &  W.   R.    R. 


^""H  WflSrf  STORAGE  RQQM     |i? 

'S-j       x|  _--  —  — -H11!"! 

5 v    *T|»>'^ *"  V-  ^j"  .'?    ^ 

I       •"-**,  "~  -*  ^j,   -    "  *-"9 


J5 


-FRfl6*TC*KOI>  •',    ~'         ••• 

5i",f/n, 
K?JtJ 

*-£'!     N._' 


rf »« 

.-L- 


>  C    PLAN  OF  GROUND  FLOOR  OF  OIL  HOUSE  AT  SCRANTON  CAR     SHOPS,   D.   L.   &  W.   R.    R. 


TANK   N°  1                       , 

1, 

i 

; 

y. 

I                 TANK  N?"3 

I 

I 

O- 

:  -     -O 

1 

t>r 

•-\cy-    - 

~vr/    - 

;'       ', 
( 

w  «i  V 

5  j  ^ 
^  1  i 

»s8 

C 

C 

fi 

nr«N^N?<s 
i   

•- 

__  -.^— 

5|s 

TA  "<  K   N«  4- 

— 

LI 

LI 

PLAN    OF    BASEMENT    OF    OIL    HOUSE    AT    SCRANTON    CAR    SHOPS,   D.   L.   &  W.   R.    R. 


STOREHOUSE 


183 


CROSS  SECTION  OF  OIL  HOUSK  AT  SCRANTOW  CA^SHOPS, 
D.   L.    &  W.   R.    R. 


of  tracx 


Fill  DO*  for  cmptyinc 
vaM  Wl  from  btws.     ' 


S«wer  pipe 
CROSS    SECTION    OF    OIL    DEPARTMENT     OF   STOREHOUSE      AT    SHOPTON,    IA.,     A.    T.   &   S.    F.    RY. 


V _ 


Platform 


Plan 

PLAN  OF  OIL  DEPARTMENT  OF  STOREHOUSE  AT  SHOPTON.  I  A..  A.  T.  &  S.  F.  Ry. 


184 


STOREHOUSE 


a 

ai 


H 
gg 

s 
o 

B 

2; 

D 
O 
Pi 

0 
o 
p 

z 


o 

0 


CO 

2 

O 


2; 

2 

8 

Q 
2 
5J 

H 
H 

03 

>H 

to 

d 

o 

§ 
§- 


H 
H 


s 

EH 

- 
^ 

a, 
Q 


2 

s 


STOREHOUSE 


185 


PORTION    OF    STOREHOUSE    PLATFORM     SERVED    BY    MID- 
WAY  CRANE,   ANGUS   SHOPS,    C.   P.   RY. 


CRANE  SERVED  THOROUGHFARE.  OR  MIDWAY,   STANDARD 

GAUGE    AND    INDUSTRIAL    TRACK    AND    CAR    AT 

LEFT;  PORTION  OF  STOREHOUSE  PLATFORM 

AT   RIGHT.   ANGUS    SHOPS,    C.    P.    RY. 


VIEW    SHOWIXG    TURNTABLE    IN    STOREHOUSE    AT    ANGUS 
SHOPS.    C.    P.    RY. 


BRASS    AND   COPPER    TUBE   RACK   IN    STOREHOUSE,    AT 
ANGUS   SHOPS.   C.   P.   RY 


BRASS   ROOM   IN  STOREHOUSE   AT  ANGUS   SHOPS.   C.   P.   RY. 


186 


RAILWAY  SHOP  UP  TO  DATE 


mmsm  mm 


INTERIOR    OF    IRON   HOUSE   AT   ANGUS,    C.    P.    RY. 


IRON   SHED  ADJACENT   TO   BLACKSMITH   SHOP  AT 
ANGUS,    C.    P.   RY. 


SYSTEM    OF    STORING    BOLTS    TEMPORARILY    IN    FREIGHT 
CAR  ERECTING  SHOP  AT  ANGUS,  C.   P.  RY. 


RACKS   FOR    STORING    CAR   BODY   BRACE   RODS    AT    ANGUS,      C.  P.  RY. 


STOREHOUSE 


18? 


CLASSIFIED  BINS   FOR  STORING   CAR  CASTINGS  ADJACENT  TO  FREIGHT  CAR  ERECTING   SHOP  AT  ANGUS,   C.   P.   RY. 


METHOD     OF     TRANSFERRING     CASTINGS     ON     STANDARD  GAUGE  INDUSTRIAL  CARS  AT  ANGUS,    C 


190 


RAILWAY  SHOP  UP  TO  DATE 


Railway   Store   Keepers'   Association. 

EXTERIOR    VIEW    OF    GENERAL    STOREHOUSE    AT    COLLINWOOD,    OHIO,    L.    S.    &    M.    S.    RY. 


Railway   Store   Keepers'   Association. 

SIX    UNITS    OF    SECTIONAL,    INTERCHANGEABLE    SHELVES. 


Railway   Store   Keepers'   Association. 

SIX    UNITS    OF    SECTIONAL,    INTERCHANGEABLE    SHELVES 
EACH    UNIT    DIVIDED    INTO    FOUR    PARTS. 


STOREHOUSE 


191 


Railway   Store   Keepers'   Association. 

METHOD    OF    STORING    MATERIAL    ON    FIRST    FLOOR    OF  GENERAL    STOREHOUSE    AT    COLLJNWOOD,    O., 

L.    S.    &  M.    S.    RT. 


Railway   Store   Keepers'   Association. 

METHOD    OF   SUB-DIVIDING   UNITS   OF    SECTIONAL,    INTER- 
CHANGEABLE   SHELVES. 


Railway   Store   Keepers'   Association. 

METHOD   OF   SUB-DIVIDING   UNITS    OF    SECTIONAL,    INTER- 
CHANGEABLE  SHELVES. 


192 


RAILWAY  SHOP  UP  TO  DATE 


WAGONS  FOR  TRANSPORTING  BOLTS  IN  BULK  AT  COLLIN- 
WOOD  SHOPS..    L.   S.   &   M.    S.    RY. 


Railway  Store  Keepers'  Association. 

RETAIL    ROOM    IN    GENERAL,    STOREHOUSE    AT  COLLINWOOD,    O.,    L.    S.    &   M.    S.    RT. 


STOREHOUSE 


193 


PAINT  STOCK  ROOM  AT  ANGUS,  C.   P.  RT. 


1TTHWI 


Railway   Store   Keepers'   Association. 
ARRANGEMENT  OF  STORAGE  SHELVES  IN  GENERA!,  STOREHOUSE  AT  COLLrNWOOD,   O..  L.   S.  &  M.  S.  RT. 


194 


RAILWAY  SHOP  UP  TO  DATE 


Railway   Store  Keepers'   Association. 

CASTING    PLATFORM    OF    GENERAL    STOREHOUSE    AT   COLLINWOOD,    O.,    L.    S.    &    M.    S.    RY. 


Railway   Store   Keepers'    Association. 


MATERIAL  YARD  OF  COLLINWOOD  SHOPS,   L.   S.   &  M.  S.   RY. 


STOREHOUSE 


195 


Railway   Store  Keepers'   Association. 

METHOD  OF   STORING  MATERIAL  AND   SUPPLIES   FOR    LOCOMOTIVES   IN    GENERAL,   STOREHOUSE    AT 

WEST   ALBANY,   N.   T.,   N.   Y.    C.    &   H.    R.    R.    R. 


Railway   Store   Keepers'   Association. 
'r  '  CASTING  PLATFORM  OF  GENERAL  STOREHOUSE  AT  WEST   ALBANY.   N.    Y.,   N.   Y.   C.    &   H.   R.    R.    R. 


196 


RAILWAY  SHOP  UP  TO  DATE 


Railway  Store  Keepers'   Association. 

CRANE  USED   IN    STORAGE    YARD  AT    ANGUS   SHOPS,    C.    P.   RY. 


Railway  Store  Keepers'  Association. 

SCRAP   PLATFORM    AT    WEST    ALBANY    SHOPS,    N.    Y.    C.    &  H.    R.   R.   R. 


Railway  Shop  Up  To  Date 

Chapter  XI. 


ROUNDHOUSE 


THE  roundhouse  is  a  repair  shop  for  the  maintenance 
of  locomotives  in  service.  As  such  its  efficiency 
depends  upon  the  facility,  with  which  locomotives 
may  be  received,  turned,  repaired  and  dispatched  with 
minimum  detention.  A  number  of  variable  conditions 
affect  the  movements  of  locomotives  at  a  terminal  and 
for  this  reason  a  consideration  of  the  roundhouse  should 
include  the  general  layout  of  the  auxiliaries  in  the  yard 
tributary  to  the  roundhouse. 

Roundhouses  and  engine  terminal  yards  now  in  service 
on  American  railways  represent  many  different  degrees 
of  development.  It  is  a  matter  of  very  common  knowl- 
edge that  as  a  general  thing  engine  house  and  terminal 
facilities  have  not  kept  pace  with  locomotive  development 
and  growth.  At  the  same  time,  however,  a  number  of 
terminal  plants  have  been  placed  in  commission  within 
recent  years  which  include  roundhouses  of  excellent 
design,  containing  the  best  and  most  complete  equipment 
and  yard  facilities  arranged  to  move  locomotives  with 
quickness  and  precision. 

The  variable  conditions  affecting  the  arrangement  of 
locomotive  terminals  and  the  difference  of  opinion  among 
officers  and  designers,  have  produced  types  of  round- 
house buildings  and  arrangements  of  terminal  yards,  that 
are  very  unlike  in  point  of  detail.  In  the  main,  the  differ- 
ent designs  and  arrangements  follow  certain  general 
principles ;  but  beyond  these,  individual  ideas  have  been 
followed  to  such  an  extent  that  it  is  impractical  to  at- 
tempt to  outline  a  precedent  according  to  which  round- 
houses have  been  designed  and  terminal  yards  have  been 
arranged.  At  the  end  of  this  chapter  a  number  of  plans 
are  presented  which  have  been  selected  as  representative 
of  existing  practice.  Ideas  of  detail  may  be  gathered  to 
better  advantage  by  referring  to  the  individual  drawings 
rather  than  by  following  extensive  descriptive  matter, 
and  for  this  reason  the  text  of  this  chapter  is  devoted 
principally  to  general  features  representative  of  practices 
which  have  been  used  successfully. 

LAYOUT. 

Locomotive  terminals  are  either  in  connection  with 
main  or  division  shops,  or  constitute  isolated  plants  in 
close  proximity  to  a  large  terminal  yard  or  passenger 
station.  Where  the  roundhouse  forms  a  part  of  a  shop 
plant,  its  location  is  naturally  as  near  as  possible  to  the 
point  at  which  locomotives  are  needed  for  road  work. 
The  presence  of  a  roundhouse  at  a  shop  plant  frequently 
influences  the  entire  arrangement  of  the  shop  buildings 
and  equipment.  The  layout  of  the  shops  is  sometimes 
restricted  by  locating  some  of  the  buildings  to  serve  the 
interests  of  the  roundhouse,  instead  of  arranging  them 


in  locations  which  advance  the  most  economical  and  pro- 
ductive movement  of  material. 

The  roundhouse  is  commonly  in  close  proximity  to  the 
locomotive  shop  where  the  delivery  of  wheels  and  other 
parts  requiring  machine  work  will  be  over  the  shortest 
route.  It  is  also  essential  to  provide  easy  access  from  the 
boiler  and  blacksmith  shops. 

In  recent  years  several  main  shops  have  been  built 
from  which  the  roundhouse  has  been  excluded.  In  some 
of  these  instances  the  roundhouse  is  near  the  shop  plant, 
but  is  in  no  way  a  component  part  of  it.  Where  this 
condition  prevails  a  small  shop  plant  is  built  in  connec- 
tion with  the  roundhouse  to  supply  its  immediate  needs 
and  the  main  shop  is  not  called  on  to  do  roundhouse 
work,  except  on  driving  wheels  or  on  emergency  repairs 
which  are  too  large  for  the  roundhouse  shop  equipment. 
At  some  isolated  roundhouses  driving  wheel  lathes  are 
included  in  the  machine  tool  equipment. 

With  the  development  of  freight  terminal  yards  a 
number  of  isolated  roundhouses  have  been  built  in  close 
proximity  to  the  yards  to  provide  improved  engine 
handling  facilities  near  the  points  where  the  engines  are 
required  for  service,  thereby  reducing  the  delay  which 
frequently  occurs  between  engine  house  and  train,  a  fea- 
ture of  no  small  moment  where  a  large  number  of  engines 
are  turned  in  24  hours.  A  practice  now  becoming  more 
and  more  common  is  to  locate  a  roundhouse,  with  its 
necessary  locomotive  terminal  facilities,  between  two 
freight  classification  yards  handling  cars  for  opposite 
directions. 

Several  railway  companies  have  developed  standard 
roundhouse  and  other  facilities  to  meet  the  requirements 
of  their  various  terminals.  Even  these,  however,  are 
subject  to  variation  to  meet  the  local  conditions.  In 
many  of  the  details  and  in  the  equipment  for  handling 
work  the  general  design  of  the  standard  system  may  be 
adhered  to. 

It  is  not  only  very  common  for  a  roundhouse  terminal 
to  handle  engines  from  several  divisions,  but  a  single 
terminal  frequently  cares  for  the  engines  of  several  dif- 
ferent railroads  running  into  the  same  center.  Separate 
terminals  are  often  provided  for  freight  and  passenger 
equipment,  but  it  is  very  common  practice  to  handle  both 
at  the  same  terminal. 

There  are  many  different  arrangements  for  meeting 
these  various  conditions,  but  none  of  them  are  governed 
by  any  general  rule.  At  Clinton,  Iowa,  the  terminal  is 
arranged  to  care  for  engines  of  two  divisions  and  a  sep- 
arate house  is  provided  for  engines  of  each  division. 


197 


196 


RAILWAY  SHOP  UP  TO  DATE 


Railway  Store  Keepers'   Association. 

CRANE  USED  IN  STORAGE  YARD  AT  ANGUS  SHOPS,  C.  P.  RY. 


Railway   Store   Keepers'   Association. 

SCRAP    PLATFORM    AT    WEST    ALBANY    SHOPS,    N.    Y.    C.    &   H.    R.   R.   R. 


Railway  Shop  Up  To  Date 

Chapter  XL 


ROUNDHOUSE 


THE  roundhouse  is  a  repair  shop  for  the  maintenance 
of  locomotives  in  service.  As  such  its  efficiency 
depends  upon  the  facility,  with  which  locomotives 
may  be  received,  turned,  repaired  and  dispatched  with 
minimum  detention.  A  number  of  variable  conditions 
affect  the  movements  of  locomotives  at  a  terminal  and 
for  this  reason  a  consideration  of  the  roundhouse  should 
include  the  general  layout  of  the  auxiliaries  in  the  yard 
tributary  to  the  roundhouse. 

Roundhouses  and  engine  terminal  yards  now  in  service 
on  American  railways  represent  many  different  degrees 
of  development.  It  is  a  matter  of  very  common  knowl- 
edge that  as  a  general  thing  engine  house  and  terminal 
facilities  have  not  kept  pace  with  locomotive  development 
and  growth.  At  the  same  time,  however,  a  number  of 
terminal  plants  have  been  placed  in  commission  within 
recent  years  which  include  roundhouses  of  excellent 
design,  containing  the  best  and  most  complete  equipment 
and  yard  facilities  arranged  to  move  locomotives  with 
quickness  and  precision. 

The  variable  conditions  affecting  the  arrangement  of 
locomotive  terminals  and  the  difference  of  opinion  among 
officers  and  designers,  have  produced  types  of  round- 
house buildings  and  arrangements  of  terminal  yards,  that 
are  very  unlike  in  point  of  detail.  In  the  main,  the  differ- 
ent designs  and  arrangements  follow  certain  general 
principles ;  but  beyond  these,  individual  ideas  have  been 
followed  to  such  an  extent  that  it  is  impractical  to  at- 
tempt to  outline  a  precedent  according  to  which  round- 
houses have  been  designed  and  terminal  yards  have  been 
arranged.  At  the  end  of  this  chapter  a  number  of  plans 
are  presented  which  have  been  selected  as  representative 
of  existing  practice.  Ideas  of  detail  may  be  gathered  to 
better  advantage  by  referring  to  the  individual  drawings 
rather  than  by  following  extensive  descriptive  matter, 
and  for  this  reason  the  text  of  this  chapter  is  devoted 
principally  to  general  features  representative  of  practices 
which  have  been  used  successfully. 

LAYOUT. 

Locomotive  terminals  are  either  in  connection  with 
main  or  division  shops,  or  constitute  isolated  plants  in 
close  proximity  to  a  large  terminal  yard  or  passenger 
station.  Where  the  roundhouse  forms  a  part  of  a  shop 
plant,  its  location  is  naturally  as  near  as  possible  to  the 
point  at  which  locomotives  are  needed  for  road  work. 
The  presence  of  a  roundhouse  at  a  shop  plant  frequently 
influences  the  entire  arrangement  of  the  shop  buildings 
and  equipment.  The  layout  of  the  shops  is  sometimes 
restricted  by  locating  some  of  the  buildings  to  serve  the 
interests  of  the  roundhouse,  instead  of  arranging  them 


in  locations  which  advance  the  most  economical  and  pro- 
ductive movement  of  material. 

The  roundhouse  is  commonly  in  close  proximity  to  the 
locomotive  shop  where  the  delivery  of  wheels  and  other 
parts  requiring  machine  work  will  be  over  the  shortest 
route.  It  is  also  essential  to  provide  easy  access  from  the 
boiler  and  blacksmith  shops. 

In  recent  years  several  main  shops  have  been  built 
from  which  the  roundhouse  has  been  excluded.  In  some 
of  these  instances  the  roundhouse  is  near  the  shop  plant, 
but  is  in  no  way  a  component  part  of  it.  Where  this 
condition  prevails  a  small  shop  plant  is  built  in  connec- 
tion with  the  roundhouse  to  supply  its  immediate  needs 
and  the  main  shop  is  not  called  on  to  do  roundhouse 
work,  except  on  driving  wheels  or  on  emergency  repairs 
which  are  too  large  for  the  roundhouse  shop  equipment. 
At  some  isolated  roundhouses  driving  wheel  lathes  are 
included  in  the  machine  tool  equipment. 

With  the  development  of  freight  terminal  yards  a 
number  of  isolated  roundhouses  have  been  built  in  close 
proximity  to  the  yards  to  provide  improved  engine 
handling  facilities  near  the  points  where  the  engines  are 
required  for  service,  thereby  reducing  the  delay  which 
frequently  occurs  between  engine  house  and  train,  a  fea- 
ture of  no  small  moment  where  a  large  number  of  engines 
are  turned  in  24  hours.  A  practice  now  becoming  more 
and  more  common  is  to  locate  a  roundhouse,  with  its 
necessary  locomotive  terminal  facilities,  between  two 
freight  classification  yards  handling  cars  for  opposite 
directions. 

Several  railway  companies  have  developed  standard 
roundhouse  and  other  facilities  to  meet  the  requirements 
of  their  various  terminals.  Even  these,  however,  are 
subject  to  variation  to  meet  the  local  conditions.  In 
many  of  the  details  and  in  the  equipment  for  handling 
work  the  general  design  of  the  standard  system  may  be 
adhered  to. 

It  is  not  only  very  common  for  a  roundhouse  terminal 
to  handle  engines  from  several  divisions,  but  a  single 
terminal  frequently  cares  for  the  engines  of  several  dif- 
ferent railroads  running  into  the  same  center.  Separate 
terminals  are  often  provided  for  freight  and  passenger 
equipment,  but  it  is  very  common  practice  to  handle  both 
at  the  same  terminal. 

There  are  many  different  arrangements  for  meeting 
these  various  conditions,  but  none  of  them  are  governed 
by  any  general  rule.  At  Clinton,  Iowa,  the  terminal  is 
arranged  to  care  for  engines  of  two  divisions  and  a  sep- 
arate house  is  provided  for  engines  of  each  division. 


197 


198 


RAILWAY  SHOP  UP  TO  DATE 


The  Elkhart  terminal  of  the  L.  S.  &  M.  S.  Ry.  cares  for 
both  passenger  and  freight  engines  of  two  divisions  ter- 
minating at  that  point.  A  roundhouse  of  34  stalls  is 
provided  for  freight  engines  and  one  of  1C  stalls  for 
passenger  engines.  A  similar  provision  is  made  for 
freight  and  passenger  engines  of  the  Baltimore  &  Ohio 
terminal  at  Baltimore.  The  Union  Terminal  in  Wash- 
ington, D.  C,  cares  for  the  passenger  equipment  of  five 
different  roads.  It  is  very  necessary  to  provide  for  the 
rapid  handling  and  dispatching  of  all  locomotives  of  the 
several  roads,  and  as  a  single  roundhouse  with  one  table 
would  hardly  be  capable  of  handling  the  power  without 
detention,  even  under  most  favorable  conditions,  two 
semi-circular  houses,  of  25  stalls  each,  are  used,  each 
house  being  served  by  an  individual  turntable.  To  meet 
the  demands  of  the  large  passenger  traffic  centering  at 
St.  Louis  during  the  exposition  in  that  city,  a  large  ter- 
minal was  erected  which  included  three  square  engine 
houses  served  by  transfer  tables.  Engines  are  turned  on 
a  Y  near  the  passenger  station. 

Where  two  houses  serve  the  same  terminal  the  most 
convenient  location  of  the  small  auxiliary  shops  is  be- 
tween the  two  roundhouses  to  provide  for  the  movement 
of  material,  supplies  and  equipment,  over  the  shortest 
possible  distances.  This  practice  is  not  always  adhered 
to,  as  the  layout  is  often  governed  by  conditions  requir- 
ing relative  locations  of  the  houses  which  will  not  permit 
such  an  arrangement.  Both  houses  are  sometimes  served 
by  the  same  cinder  pits.  Frequently,  however,  individual 
pits  are  provided  for  each  house.  A  single  coaling  sta- 
tion commonly  provides  for  all  locomotives  at  a  terminal 
regardless  of  the  number  of  houses. 

At  the  most  modern  roundhouses  the  arrangement  of 
service  auxiliaries  is  devised  to  expedite  the  movement 
of  locomotives  as  much  as  possible.  This  provides  for 
the  location  of  the  coaling  station,  sand  house,  cinder 
pits,  water  plugs,  etc.,  in  such  relation  to  each  other  and 
to  the  roundhouse,  that  incoming  and  outgoing  engines 
will  not  interfere  and  that  an  engine  requiring  an  unusu- 
ally large  amount  of  cinder  pit  work  will  not  block  others 
which  should  be  run  into  the  house  without  loss  of  time. 
Comparatively  recent  innovations  are  outside  inspection 
pits  and  locomotive  storage  yards.  The  former  provides 
for  the  inspection  of  an  engine  as  soon  as  it  reaches 
the  terminal  in  order  that  necessary  repairs  may  be 
anticipated  and  arranged  for  before  an  enginv.  enters  the 
house.  By  the  use  of  the  storage  yard  the  roundhouse 
maintains  its  true  function  as  a  repair  shop  and  not  as 
a  storage  space,  and  engines  requiring  no  repair  work 
may  be  placed  on  the  storage  tracks  as  soon  as  their  fires 
are  cleaned  and  coal,  water  and  sand  have  been  taken. 

COALING    STATION. 

Coaling  stations  are  generally  constructed  of  wood 
throughout.  According  to  the  requirements  of  the  rail- 
road they  are  made  with  small  individual  pockets  or  large 
storage  pockets.  The  latter  type  are  provided  sometimes 
with  automatic  weighing  devices,  which  have  improved 
this  type  of  chute.  An  example  of  the  small-pocket  type 


is  the  station  erected  by  the  Chicago  Great  Western 
Railway  at  Oelwein,  Iowa.  It  consists  of  280  feet  of 
level  trestle  and  696  feet  6  inches  of  incline,  giving  a 
total  length  of  976  feet  6  inches.  There  are  14  pockets 
in  all,  seven  on  each  side.  The  chute  is  designed  to  use 
hopper-bottom  cars,  which  are  pushed  up  by  switch  en- 
gines. The  outside  aprons  are  pressed  steel  and  counter- 
balanced. The  gates  are  of  very  heavy  construction,  so 
that  when  released  they  will  fall  and  stop  the  flow  of 
coal  at  any  desired  point. 

Another  plan  is  that  which  has  been  used  considerably 
by  the  Chicago  &  Alton  Railway.  The  coal,  ashes  and 
sand  are  all  handled  in  the  one  plant.  Water  cranes  are 
located  so  that  water  may  also  be  taken  at  the  same  time, 
and  all  the  outside  work  on  the  engiurs  can  be  done  at 
one  time  and  at  one  place.  One  man  can  take  care  of 
such  a  plant  as  this.  The  details  of  the  plant  consist  of 
large  pockets  capable  of  holding  from  60  to  100  tons  of 
coal,  which  are-  suspended  on  scales.  Autographic  rec- 
ords of  the  amount  of  coal  delivered  from  these  pockets 
are  made  for  the  attendant  and  the  engineer.  A  large 
storage  pocket  is  also  provided.  Two  tracks  are  covered, 
one  for  the  receipt  of  coal  and  the  other  for  the  use  of 
the  locomotives.  The  coal  is  received  in  the  underground 
hopper  from  the  cars  and  delivered  to  the  delivering 
pockets  or  storage  bin  as  may  be  desired.  The  same 
conveyor  takes  the  ashes  from  the  ash  hopper  to  the  ash 
storage  bin,  from  which  they  are  delivered  to  cars.  The 
sand,  after  being  dried  out,  is  elevated  to  the  dry  sand 
bin,  from  which  it  is  passed  to  the  locomotive.  Small 
gasoline  engines  of  from  15  to  20  horse  power  are  used 
with  these  plants. 

SAND   HOUSE. 

For  the  drying  of  sand,  small  houses  are  often  specially 
provided,  but  a  tendency  is  noticeable  in  all  recent  con- 
struction to  combine  the  sand  apparatus  with  the  coal 
chute,  as  in  the  Chicago  &  Alton  stations.  The  general 
method  of  drying  the  sand  is  to  use  a  stove  of  heavy 
cast-iron  construction  around  which  the  sand  is  held  by 
a  suitable  hopper.  The  wet  or  green  sand  is  fed  into 
this  hopper,  and  the  dry  sand  passes  out  of  holes  pro- 
vided at  the  bottom.  After  drying,  it  is  screened  and  is 
then  ready  for  the  storage  bin.  Steam  driers  are  used 
to  some  extent ;  especially  where  some  steady  supply  of 
exhaust  steam  is  available.  They  usually  consist  of  some 
sort  of  hopper  through  which  a  large  number  of  pipes 
are  passed,  and  so  located  that  the  sand  cannot  pass 
through  without  being  thoroughly  dried  and  roasted. 
Steam  sand  driers  have  not  been  found  to  give  the  same 
satisfaction  as  the  stoves  for  the  reason  that  the  sand  is 
said  to  be  more  thoroughly  dried  by  the  stoves  and  gives 
less  trouble  in  operation  on  the  road.  Some  good  re- 
sults in  drying  sand  have  been  had  with  an  adaptation 
of  the  rotary  mineral  roaster. 

The  sand  house  at  Oelwein,,  C.  G.  W.  Ry.,  is  at  the 
extreme  end  of  the  station,  and  is  so  arranged  that  the 
green  sand  is  shoveled  from  the  car  into  an  inclined 


ROUNDHOUSE 


199 


hopper,  from  which  it  is  let  into  the  heaters  by  the  opera- 
tor. i'Vom  the  heaters  it  drops  to  a  lower  tank,  and  is 
then  raised  by  air  pressure  to  the  dry-sand  bin  at  the 
end  of  the  trestle.  From  the  latter  it  discharges  by 
gravity  to  the  engine  sand-box  through  a  4-inch  pipe 
and  controlling  valve. 

CINDER    PIT.     • 

The  method  most  widely  used  for  handling  ashes  from 
locomotives  is  by  means  of  the  depressed  track  cinder 
pit.  It  is  thought  by  many  to  be  more  satisfactory  for 
the  general  requirements  than  any  form  of  more  elab- 
orate equipment,  provided  it  can  be  made  long  enough 
to  handle  a  sufficient  number  of  engines  at  one  time. 
The  amount  of  depression  and  the  depth  of  the  ash  pit 
are  almost  invariably  controlled  by  the  problem  of  drain- 
age. Both  are  made  as  low  as  possible  so  as  to  avoid 
any  excessive  lifting  of  the  ashes.  Air  hoists  are  used 
in  some  cases  for  raising  the  ashes  from  the  pits  and 
depositing  them  in  the  cars.  Electric  cranes  also  are 
used,  and  a  special  form  of  traveling  hoist  is  found  at 
some  points.  This  latter  is  so  arranged  in  its  relation 
to  the  coal  supply  cars  and  ash  pits  that  it  can  with  its 
clam-shell  dipper  coal  up  the  engines  directly  from  the 
cars  as  well  as  take  the  ashes  out  of  the  pits.  These  spe- 
cial forms  of  ash-handling  devices  are  ordinarily  adopted 
only  when  the  space  allowable  will  not  permit  the  use 
of  a  suitable  depressed  pit.  Their  details  also  are  spe- 
cially adapted  to  the  individual  plant. 

At  some  roundhouses  there  are  short  cinder  pits  in 
out-bound  tracks  for  cleaning  ash  pans  of  out-bound 
engines  and  for  cleaning  fires  of  switch  engines. 

The  most  desirable  location  for  the  cinder  pit  is  as 
near  the  roundhouse  as  possible  in  order  to  reduce  to  a 
minimum  the  movement  of  locomotives  after  the  fire  has 
been  knocked  out. 

At  the  1906  convention  of  the  Traveling  Engineers' 
Association  the  committee  reporting  on  the  care  of  loco- 
motive boilers  suggested  that  on  arrival  at  terminals 
the  fire  should  not  be  knocked  out  on  an  outside  pit;  but 
that  cinder  pit  buggies  should  be  provided  in  every 
roundhouse  pit,  so  that  if  it  is  necessary  to  knock  the 
fire,  the  engine  can  be  run  into  the  desired  pit  and  the 
fire  knocked  into  the  buggy.  After  knocking  the  fire  the 
ash  pan  dampers  should  be  closed,  the  stack  covered  and 
the  engine  allowed  to  stand  until  wanted. 
STAND  PIPES. 

The  proper  location  of  stand  pipes  is  at  points  where 
they  may  furnish  water  to  engines  on  both  in-bound  and 
out-bound  tracks. 

I NSPECTION      PITS. 

At  several  large  terminals  elaborate  inspection  pits 
have  been  installed  io  provide  an  opportunity  for  engi- 
neers and  inspectors  to  examine  all  parts  of  a  locomo- 
tive immediately  upon  its  arrival  at  the  roundhouse 
tracks.  This  method  provides  for  promptly  forwarding 
reports  to  the  roundhouse  foreman,  in  order  to  eliminate 
unnecessary  delay  in  making  repairs  while  preparing-  a 
locomotive  for  its  return  trio.  A  pneumatic  system  pro- 


vides a  means  of  sending  reports  from  the  inspection 
pits  to  the  roundhouse  foreman's  office. 

STORAGE    TRACKS. 

A  comparatively  recent  innovation  is  the  provision  of 
engine  storage  tracks  on  which  locomotives  that  do  not 
require  boilers  to  be  washed  or  repairs  to  be  made,  are 
held  under  steam  and  awaiting  orders,  thereby  relieving 
congestion  in  the  roundhouse  and  reserving  the  round- 
house as  a  repair  shop  and  not  as  a  storage  shed.  Where 
space  permits  the  most  satisfactory  arrangement  of  stor- 
age tracks  is  in*  a  gridiron  form  and  so  connected  with 
lead  tracks  that  any  desired  engine  may  be  run  out  with- 
out disturbing  the  others 

TURNTABLES. 

In  addition  to  the  turntable  serving  an  individual 
roundhouse  an  outside  turntable  is  sometimes  installed 
at  one  end  of  an  engine  terminal  yard  for  the  purpose  of 
heading  engines  in  the  direction  desired  and  thus  reliev- 
ing the  roundhouse  turntable. 

The  report  of  the  committee  on  locomotive  terminal 
facilities,  presented  before  the  American  Railway  Mas- 
ter Mechanics'  Association,  in  1905,  recommended  a 
turntable  not  less  than  85  feet  long.  The  turntable  in- 
stalled at  the  Elkhart  roundhouse  of  the  L.  S.  &  M.  S. 
Ry.  is  85  feet  long,  and  that  of  the  East  Altoona  termi- 
nal of  the  Pennsylvania  Railroad  is  100  feet  long.  The 
standard  length  of  turntable  adopted  by  the  Erie  and  the 
Baltimore  &  Ohio  Railroads  is  80  feet. 

A  table  of  ample  length  facilitates  the  movements  of 
engines  in  and  out  of  the  house,  in  that  the  hostler  in 
charge  of  an  engine  has  greater  freedom  in  balancing  an 
engine  on  the  table  regardless  of  the  height  of  water  in 
the  tank,  and  therefore  will  "spot"  the  engine  more 
quickly.  A  long  table  further  facilitates  movement  over 
the  table  by  providing  room  for  a  small  yard  engine  when 
necessary  to  handle  a  dead  engine. 

Where  electric  power  is  available  both  day  and  night 
electric  motors  are  most  satisfactory  as  providing  motive 
power  for  a  turntable.  Where  electric  power  is  not 
available,  good  results  have  been  obtained  with  both  gas- 
oline motors  and  air  motors.  Push  bars  for  revolving 
a  table  by  hand  are  provided  in  case  of  accident  to  the 
motors  or  to  the  mains  providing  power. 

Tracks  leading  to  the  turntable  are  so  arranged  that 
those  at  opposite  ends  of  the  table,  at  any  position  of  the 
table,  are  in  true  alignment.  It  is  generally  agreed  that 
frogs  are  unsatisfactory  around  a  turntable  and  are 
expensive  to  maintain. 

CONSTRUCTION    OF    ROUNDHOUSE. 

Roundhouses  have  been  built  most  commonly  with 
brick  outer  walls ;  wooden  posts  on  the  inner  circle  with 
wooden  doors,  and  with  wooden  intermediate  columns 
supporting  the  roof.  In  recent  years  concrete  has  been 
used  extensively  in  the  construction  of  roundhouse  walls 
and  in  several  instances  the  walls  and  roof  have  been 
made  of  concrete  with  the  steel  supporting  structure  en- 
tirely protected  by  concrete  against  the  action  of  gases 
common  to  the  roundhouse.  While  the  roof  structure 


200 


RAILWAY  SHOP  UP  TO  DATE 


has  sometimes  been  built  of  steel,  it  is  generally  believed 
that  wood  is  preferable  as  all  material  subject  to  corro- 
sion should  be  avoided  unless  thoroughly  protected,  as  in 
the  case  of  concrete  construction.  When  steel  construc- 
tion is  used  cast-iron  door  posts  have  been  recommended 
as  liable  to  cause  least  damage  to  the  structure  in  the 
event  of  an  accident  to  the  door  column.  An  accident  to 
the  cast-iron  column  will  merely  carry  away  a  portion 
of  the  column,  whereas  a  bend  in  a  steel  column  would 
tend  to  drag  down  a  portion  of  the  roof. 

CROSS  SECTION. 

The  best  cross  section  of  a  roundhouse  is  far  from 
being  determined.  The  end  to  be  attained  is  to  provide 
good  ventilation ;  but  this  has  been  sought  by  so  many 
different  ideas  that  there  are  many  cross  sections  recom- 
mended for  each  of  which  certain  advantages  are  claimed. 
Several  illustrations  are  presented  in  connection .  with  this 
chapter  which  are  reproduced  from  drawings  of  round- 
houses that  are  believes  to  have  given  good  results. 

The  cross  section  of  the  roundhouse  at  Elkhart  has 
met  with  much  favorable  comment  and  the  experience 
of  several  winters  with  this  roundhouse  has  proved  its 
design  very  practicable  in  providing  against  the  accumu- 
lation of  gas  and  smoke.  The  outer  circle  of  the  house, 
in  which  the  smoke  jacks  are  located,  a  space  45  feet 
wide,  is  spanned  by  a  roof  in  which  the  ridge  pole  is  41 
feet  above  the  rail  and  the  bottom  of  the  roof  truss  is  24 
feet  above  the  rail.  The  slope  of  the  roof  in  both  direc- 
tions from  the  ridge  pole  is  at  an  angle  of  about  35  deg. 
The  roof  over  the  inner  circle,  a  space  45  feet  wide,  is 
nearly  flat  and  has  a  gradual  slope  from  the  point  at 
which  it  joins  the  higher  roof  to  the  door  columns.  The 
roof  is  supported  by  the  brick  outer  wall,  two  rows  of 
intermediate  cast-iron  columns  and  cast-iron  door  col- 
umns. The  distance  from  the  door  columns  to  the  inner 
face  of  the  wall  is  90  feet. 

At  the  East  Altoona  roundhouse,  the  single  row  of 
intermediate  columns  divides  the  building  into  two  bays. 
The  main  bay,  nearer  the  turntable,  is  65  feet  wide  and 
the  outer  bay  is  25  feet  wide.  The  steel  structure  sup- 
porting the  roof  of  the  inner  bay  is  35  feet  6  inches  above 
the  rail  and  the  bottom  of  the  roof  truss  is  30  feet  above 
the  rail.  The  roof  of  this  bay  has  a  gradual  slope  in  each 
direction  from  a  monitor  above  the  center  of  the  bay, 
which  encircles  the  entire  house.  The  bottom  of  the  roof 
truss  in  the  outer  bay  is  18  feet  above  the  rail  and  the 
roof  has  a  gradual  slope  from  the  outer  wall,  a  point  26 
feet  above  the  rail,  to  the  structure  of  the  inner  bay  join- 
ing it  at  a  point  about  2  feet  below  the  bottom  of  the 
roof  truss. 

The  Baltimore  &  Ohio  Railroad  standard  roundhouse 
is  95  feet  wide  with  a  roof  supported  by  three  interme- 
diate columns.  The  roof  has  a  gradual  slope  from  the 
outer  wall  toward  the  door  columns.  At  the  outer  wall 
the  roof  is  about  30  feet  above  the  rail  and  at  the  door 
columns,  the  roof  is  about  22  feet  above  the  rail.  The 
smoke  jacks  extend  through  a  monitor  encircling  the 


roof  on  a  center  line  25  feet  from  the  inner  face  of  the 
wall. 

The  cross  section  of  the  Erie  standard  roundhouse  is 
similar  to  that  of  the  B.  &  O.  However,  the  slope  of  the 
roof  is  reversed  and  the  height  of  the  roof  at  the  door 
is  25  feet  5  inches  and  at  the  outer  wall  19  feet  6  inches. 
This 'arrangement  was  provided  to  drain  the  roof  toward 
the  outer  wall  in  order  that  drippings  from  the  roof 
would  not  accumulate  and  freeze  in  such  a  manner  as  to 
obstruct  the  movement  of  doors.  There  is  a  ventilator 
over  each  pit  at  about  the  center  of  the  roof  span. 

This  design  reverses  general  practice,  as  the  more 
usual  custom  is  to  build  a  high  wall  with  windows  ex- 
tending almost  to  the  roof  in  order  to  admit  light  in 
that  portion  of  the  roundhouse  in  which  the  forward 
part  of  the  engine  is  standing  when  headed  away  from 
the  turntable.  In  order  to  avoid  the  accumulation  of  ice 
at  the  doors,  drainage  from  the  roof  is  generally  pro- 
vided for  by  a  gutter  around  the  inner  edge,  connecting 
with  a  down  spout  leading  down  inside  of  the  house  and 
connecting  with  drain  pipes  leading  from  the  pits. 

A  cross  section  representing  a  design  which  has  been 
followed  on  several  roads  and  which  seems  to  meet  with 
favor,  provides  for  the  main  portion  of  the  roof  to  slope 
gradually  upward  from  the  outer  wall  to  a  point  just 
back  of  the  cab  of  the  average  locomotive  when  standing 
with  its  stack  under  the  smoke  jack  and  headed  away 
from  the  turntable.  The  roof  over  the  inner  portion  of 
the  house  in  which  the  tanks  stand,  is  lower  than  the 
main,  portion  and  slopes  toward  the  doors.  The  vertical 
portion  of  the  structure  between  the  two  sections  of  the 
roof  is  equipped  with  swinging  glass  sashes,  thus  admit- 
ting light  at  a  point  above  the  cab  and  adding  to  the 
means  of  ventilation. 

LIGHTING. 

A  roundhouse  has  been  described  as  "a  semi-circular 
structure  with  a  questionable  roof,  surrounded  by  all 
walls  and  no  light."  Doubtless  such  a  description  applies 
to  many  roundhouses.  Nevertheless,  the  necessity  of 
good  natural  lighting,  and  the  added  efficiency  to  be 
gained  thereby,  has  been  duly  recognized  and  round- 
houses may  now  be  seen  in  many  parts  of  the  country 
where  ample  provision  has  been  made  to  admit  natural 
light. 

Where  proper  provision  is  made  for  natural  light,  the 
greater  amount  is  admitted  through  windows  in  the  outer 
wall.  It  is  general  practise  to  head  engines  away  from 
the  table  when  standing  in  the  house  and  light  admitted 
through  windows  in  the  wall  has  its  greatest  effect  near 
the  forward  part  of  the  locomotive  and  around  the  ma- 
chinery. Light  admitted  through  the  upper  portion  of 
the  windows  is  diffused  over  a  greater  distance  and  the 
most  satisfactory  results  are  obtained  from  those  win- 
dows which  extend  almost  from  one  pilaster  to  the  next. 

At  some  roundhouses  the  doors  contain  as  much  glass 
as  is  consistent  with  good  construction  and  where  there 
is  wall  space  above  the  doors  this  space  is  fitted  with 
glass  as  well.  Monitors  in  the  roof  frequently  have 


ROUNDHOUSE 


201 


glass  sides  and  there  are  occasional  examples  of  skylights 
in  the  roofs  parallel  with  the  pits.  A  complete  circle  of 
glass  sash  in  the  upper  portion  of  the  roundhouse,  be- 
tween two  sections  of  the  roof  on  different  levels,  has 
given  good  results. 

The  efficiency  of  skylights  in  the  roof  where  the  glass 
surface  is  flat  or  nearly  so,  has  been  questioned  because 
of  the  tendency  for  the  glass  to  become  dirty,  in  view  of 
the  generally  smoky  atmosphere  surrounding  an  engine 
house.  It  is  conceded  that  best  results  are  obtained  from 
glass  in  a  vertical  plane. 

Artificial  light  in  the  up-to-date  roundhouse  is  pro- 
vided by  electric  lamps.  A  common  custom  is  to  pro- 
vide arc  lamps  in  the  outer  circle  near  the  wall  and  to 
suspend  three  incandescent  lamps  between  pits  through- 
out the  house.  Objection  has  been  made  that  arc  lights 
cast  a  shadow  which  tends  to  throw  a  portion  of  the 
house  in  darkness,  and  to  obviate  this  it  has  been  sug- 
gested to  light  the  outer  circle  with  clusters  of  incandes- 
cent lights  arranged  at  intervals  along  the  wall.  An  ad- 
ditional advantage  claimed  for  this  method  is  that  a 
greater  portion  of  the  wiring  could  be  carried  along  the 
outside  of  the  walls,  with  leads  to  the  several  clusters 
passing  through  pipes  inserted  in  the  wall. 

Portable  lamps  are  used  extensively  in  fireboxes  and 
other  points  where  light  is  inaccessible  and  suitable  con- 
nection plugs  are  located  on  posts  between  the  pits. 

Inasmuch  as  an  engine  terminal  is  as  busy  during  the 
night  as  in  the  day  time,  the  yards,  coaling  station,  cin- 
der pits,  etc.,  are  lighted  artificially  by  arc  lamps. 

HEATING. 

The  method  of  heating  roundhouses  which  has  received 
greatest  favor  is  the  system  of  delivering  hot  air  through 
ducts.  The  air  supply  is  taken  from  the  exterior  of  the 
building ;  is  heated  by  passing  through  a  system  of  steam 
coils  and  is  delivered  from  the  point  of  supply  by  a  fan. 
The  coils  are  usually  heated  by  exhaust  steam  from  the 
engine  operating  the  fan.  The  delivery  ducts  are  usually 
carried  around  the  house  beneath  the  floor  and  just 
within  the  outer  wall.  From  the  main  ducts  lead  con- 
nections are  made  between  every  alternate  pair  of  pits 
and  hot  air  is  delivered  to  each  pit  through  two  openings 
in  one  side,  so  located  that  the  blast  will  strike  an  engine 
where  it  will  work  to  best  advantage  in  melting  ice 
formed  on  the  machinery.  Dampers  placed  in  the  open- 
ings at  the  pits  serve  to  regulate  the  flow  of  air  at  each 
pit.  The  circulation  of  hot  air  through  the  house  results 
from  the  heated  air  rising  and  escaping  through  ventila- 
tors and  smoke  jacks.  This  is  considered  more  satisfac- 
tory than  attempting  to  secure  a  horizontal  movement 
of  the  air  by  mechanical  means.  The  report  of  the  com- 
mittee on  recommendations  relative  to  the  requirements 
of  a  modern  roundhouse,  presented  at  the  annual  meet- 
ing of  the  American  Railway  Engineering  and  Mainte- 
nance of  Way  Association  in  1905,  particularly  specifies 
that  "no  re-circulation  of  air  should  be  allowed." 

Many  roundhouses  are  heated  by  direct  radiation  from 
coils  of  steam  pipe  arranged  along-  the  sides  of  the  pits, 


and  the  Parsons  roundhouse  of  the  M.  K.  &  T.  Railway 
is  heated  by  a  gas  furnace  and  direct  air  heater  in  con- 
nection with  a  fan  system. 

VENTILATION. 

Ventilation  is  provided  for  in  roundhouses  according 
to  various  methods.  In  some  houses  ventilators  for  dis- 
posing of  steam  and  gases  are  placed  in  the  roof  imme- 
diately above  and  parallel  with  the  locomotive  pits;  in 
others  a  monitor  in  the  roof  encircles  the  entire  house, 
about  midway  between  the  two  walls;  in  still  others  the 
entire  roof  or  a  portion  of  the  roof  is  built  with  a  high 
pitch  in  order  to  provide  a  large  volume  of  space  with 
high  head  room  so  that  gases  will  readily  rise  away  from 
the  floor  and  escape  through  monitors  or  specially  de- 
signed jacks. 

The  smoke  jacks  in  the  Elkhart  roundhouse  of  the 
L.  S.  &  M.  S.  Railway  are  of  wood  and  rectangular  in 
form.  Around  that  portion  of  each  jack  that  extends 
above  the  roof,  is  a  box  with  a  space  of  about  6  inches 
between  the  box  and  the  jack  on  all  sides.  This  space 
is  open  at  the  point  of  juncture  with  the  roof  and  the 
draft  caused  by  this  chimney  around  the  jack  tends  to 
remove  all  smoke  and  gas  which  accumulates  in  the  upper 
portion  of  the  house. 

By  delivering  air  in  the  pits  either  by  direct  radiation 
or  by  hot  air  ducts,  the  heated  air  is  not  only  directed 
where  it  will  do  most  good  in  melting  ice  on  a  locomo- 
tive, but  the  hot  air  naturally  rises  and  the  tendency  is 
to  carry  the  gas,  smoke  and  steam  with  it.  The  exterior 
air  entering  beneath  the  doors,  etc.,  naturally  tends  to 
rise  toward  the  jacks  and  ventilators  with  the  air  inside 
of  the  building. 

DOORS. 

Roundhouse  doors  are  generally  made  of  wood  with 
a  portion  of  the  door  including  an  area  of  glass  sash  for 
the  admission  of  light.  Wooden  doors  are  considered 
preferable,  both  on  account  of  cost  and  resistance  to 
corrosion,  when  compared  with  steel  doors  of  either  the 
rolling  or  ordinary  type.  Swinging  doors  are  usually 
hinged  to  swing  toward  the  turntable,  though  there  are 
instances  of  doors  swinging  inward.  The  swinging  door 
is  subject  to  damage  from  wind  and  storm  and  in  the 
event  of  its  not  being  properly  fastened  it  is  liable  to 
damage  from  moving  engines. 

Lifting  doors  are  neater  in  appearance  than  the  swing- 
ing doors,  but  are  more  susceptible  to  minor  accidents 
and  are  frequently  out  of  order.  Lifting  doors  require 
a  greater  height  of  the  house  at  the  inner  circle,  and  an 
additional  height  at  this  point  seems  unnecessary  inas- 
much as  the  tank  ordinarily  stands  near  the  doors,  and 
there  is  comparatively  little  work  done  in  this  portion  of 
the  house.  Door  openings  are  at  least  12  feet  wide  and 
17  feet  high. 

PITS. 

In  a  modern  roundhouse  capable  of  caring  for  large 
engines  of  present  day  service  working  pits  are  65  feet 
long.  The  outer  end  is  about  14  feet  from  the  wall  and 
the  inner  end  about  11  feet  from  the  door  posts.  The 


202 


RAILWAY  SHOP  UP  TO  DATE 


pit  tracks  extend  within  about  10  feet  of  the  wall  in 
order  that  an  engine  may  be  moved  over  a  portion  of 
a  revolution  of  a  driving  wheel  if  necessary  in  making 
repairs.  The  pit  is  usually  about  3  feet  11  inches  wide 
and  2  feet  t>  inches  deep  at  the  outer  end,  sloping  to  a 
depth  of  3  feet  at  the  end  toward  the  turntable.  The 
best  drainage  of  the  bottom  of  the  pit  is  obtained  with 
a  convex  floor  so  arranged  that  water  will  run  off  along 
the  sides  of  the  pit.  The  bottom,  sides  and  ends  of  the 
pit  are  usually  of  concrete  with  a  wooden  beam  along 
each  side  to  which  the  rails  are  spiked. 

Each  roundhouse  has  one  or  more  sets  of  tracks 
arranged  for  dropping  driving  wheels  and  truck  wheels. 
Driving  wheel  drop  pits  and  truck  wheel  drop  pits  are 
usually  in  connection  with  different  working  pits,  though 
the  same  working  pits  are  sometimes  equipped  for  drop- 
ping both  truck  and  driving  wheels. 

Truck  wheel  drop  pits  are  usually  at  the  end  of  the 
repair  pits  toward  the  outer  wall  and  the  pits  are  con- 
nected by  a  tunnel.  On  the  bottom  of  this  tunnel  is  a 
light,  narrow  gauge  track  on  which  the  transfer  carriage 
and  jack  travel  so  as  to  provide  for  lateral  movement 
when  removing  and  replacing  wheels.  At  Elkhart  the . 
truck  wheel  drop  pits  are  toward  the  turntable  end  of 
the  pit  and  engines  requiring  wheel  work  are  backed  into 
the  house  from  the  turntable.  Smoke  jacks  are  placed 
above  both  ends  of  the  pits  equipped  for  dropping 
wheels.  At  principal  roundhouses  on  the  C,  M.  &  St. 
P.  Ry.  a  pit  is  put  in  which  is  capable  of  dropping  a 
complete  engine  truck.  The  pit  is  8  feet  8  inches  by  10 
feet. 

The  arrangement  of  driving  wheel  drop  pits  whereby 
one  drop  pit  includes  three  repair  pits  is  considered  with 
greatest  favor.  By  this  arrangement  wheels  dropped 
from  engines  standing  on  either  of  the  outer  pits  may  be 
moved  transversely  on  the  jack  carriage  and  delivered  to 
the  center  track,  instead  of  running  the  wheels  over  the 
floor  between  pits. 

Drop  pits  constructed  on  circular  lines,  on  a  radius 
with  the  center  of  the  turntable  as  a  center,  are  looked 
upon  with  greater  favor  than  those  built  on  straight 
lines. 

At  the  East  Altoona  roundhouse  of  the  Pennsylvania 
four  drop  pits  are  installed  in  the  house  next  to  a 
through  running  track  leading  out  past  the  machine  shop. 
One  pit  is  55  feet  long  for  removing  an  entire  set  of 
wheels  under  an  engine ;  two  have  double  tables  8  feet 
G  inches  long  for  removing  a  single  pair  of  drivers  by 
dropping  the  wheels  on  one  table  and  running  them  along 
the  bottom  of  the  pit  to  be  raised  by  the  other  table; 
and  the  fourth  is  24  feet  long  for  work  on  engine  trucks, 
tenders  or  use  in  emergency.  In  addition  to  these  pits 
a  fifth  is  fitted  with  removable  rails  for  removing  tires 
without  dropping  the  wheel  centers.  The  tables  are 
lowered  and  elevated  by  elevating  screws,  the  operating 
mechanism  being  driven  by  electric  motors. 

CRANE  SERVICE. 

Within   recent   years   several    roundhouses   have   been 


constructed  with  provision  for  installing  traveling  cranes. 
While  the  construction  of  the  houses  has  been  arranged 
for  this  purpose,  the  cranes  have  not  always  been  in- 
stalled. At  the  East  Altoona  roundhouse  of  the  Penn- 
sylvania Railroad  provision  is  made  for  traveling  cranes 
to  span  the  inner  bay — toward  the  turntable.  With  this 
arrangement  the  crane  would  not  be  interfered  with  by 
the  smoke  jacks.  The  design  of  the  roundhouses  built 
at  Pueblo  and  Denver  on  the  Denver  &  Rio  Grande  Rail- 
road, provides  for  one  section  of  each  house  to  be 
equipped  with  a  traveling  crane.  According  to  this  de- 
sign the  crane  section  is  so  constructed  that  the  roof 
over  the  bay  next  to  the  outer  wall  is  higher  than  the 
remainder  of  the  roof  to  provide  room  for  the  crane. 
The  flare  of  the  smoke  jacks  is  within  this  bay  and  the 
jacks  are  so  offset  that  for  a  short  distance  they  are 
parallel  to  the  floor  and  extend  upward  to  the  roof  in 
the  next  bay. 

Telescoping  smok%e  jacks  have  been  designed  to  provide 
for  crane  service,  and  the  lower  portion  of  the  jack  may 
be  lifted  sufficiently  to  allow  a  crane  to  pass  beneath. 

Swinging  jib  cranes  are  usually  suspended  from  col- 
umns of  the  outer  row  in  order  to  serve  the  forward  por- 
tion of  a  locomotive  for  the  purpose  of  handling  steam 
chest  covers,  pistons,  rods,  etc. 

At  the  Rensselaer  roundhouse  of  the  New  York  Cen- 
tral Lines  an  air  hoist  is  used  to  remove  driving  wheels 
from  the  drop  pit  and  place  them  on  cars  for  delivery  to 
the  shop. 

Frequently  a  swinging  jib  crane  is  suspended  from  a 
column  near  a  door  for  use  in  loading  material  upon  a 
locomotive  tank  for  shipment  to  an  outlying  point. 

FLOORS. 

Roundhouse  conditions  require  a  good,  substantial  floor 
that  may  be  readily  drained.  Dirt  floors  are  filthy  and 
unsatisfactory.  Floors  of  wooden  planks  have  long  been 
used  with  success  and  are  still  looked  upon  favorably. 
Concrete  floors  have  been  installed  in  many  roundhouses 
within  recent  years  and  flooring  of  vitrified  brick  set  on 
edge  in  tar  has  given  very  satisfactory  results.  To  in- 
sure good  drainage  floors  are  elevated  to  a  height  of  two 
inches  above  the  rail  midway  between  the  pits  and  slope 
gradually  toward  the  pits. 

The  report  of  the  committee  on  up-to-date  round- 
houses presented  before  the  American  Railway  Master 
Mechanics'  Association  in  -1905  suggests  "a  good  floor, 
adopted  by  the  New  York  Central  for  roundhouses,  is 
prepared  as  follows :  Upon  a  level  sub-grade  an  8-inch 
bed  of  cinders  is  placed  and  thoroughly  rammed.  Upon 
this  is  placed  a  5-inch  layer  of  concrete,  consisting  of 
one  part  of  Portland  cement,  four  parts  sand  and  seven 
and  one-half  parts  of  broken  stone.  Upon  this  is  a  top 
dressing,  one  inch  thick,  composed  of  one  part  Port- 
land cement  and  one  part  of  sand.  This  is  deposited 
simultaneously  with  the  concrete  to  insure  a  perfect  bond. 
The  top  is  surfaced  true  with  long  straight  edges  and  is 
floated  to  be  smooth.  Drainage  is  secured  by  raising 


ROUNDHOUSE 


203 


the  floor  to  a  height  of  two  inches  above  the  rails,  mid- 
way between  the  pits." 

SMOKE   JACKS. 

The  many  different  designs  of  smoke  jacks  in  Use  and 
the  difference  of  opinion  regarding  certain  makes  ren- 
ders it  difficult  to  determine  upon  a  jack  that  meets  with 
general  favor.  To  allow  flexibility  in  placing  engines  as 
required  for  different  details  of  repair  work  it  is  very 
essential  to  provide  a  smoke  jack  with  a  long  base  in 
order  to  increase  the  scope  of  its  usefulness. 

In  a  paper  before  the  American  Society  of  Civil  Engi- 
neers, Mr.  R.  D.  Coombs  says:  "Smoke  jacks  have  been 
constructed  of  a  variety  of  materials.  Wood,  cast  iron, 
tile  and  asbestos  have  given  satisfactory  results.  Smoke 
jacks  of  thin  rolled  plate  have  a  very  short  life  and,  in 
the  writer's  estimation,  are  not  worth  installing.  Wood 
lasts  rather  better  than  might  be  expected  and,  in  con- 
nection with  a  fireproof  roof,  should  prove  economical 
and  safe.  It  is  not  necessary  to  sand  the  interior,  though 
the  exterior  should  be  well  painted. 

"Cast  iron,  if  heavy,  has  a  fair  length  of  service.  Tile 
is  more  expensive,  and  its  weight  and  liability  to  break, 
if  detachable,  are  objectionable  features.  Asbestos  is 
light  in  weight  and  is  fireproof,  but  is  more  expensive 
in  first  cost. 

"A  telescoping  jack,  provided  with  a  bell  having  a 
diameter  of  about  4  feet,  would  be  the  writer's  prefer- 
ence." 

TRACK    STOPS. 

Track  stops  to  provide  against  engines  'running  beyond 
the  ends  of  the  tracks  are  wise  provisions  and  have  pre- 
vented accidents  which  might  have  caused  damage  both 
to  locomotives  and  roundhouses. 

PIPING. 

Piping  for  water,  air  and  steam  in  the  more  recently 
constructed  houses  is  usually  carried  in  ducts  encircling 
the  house  just  within  the  door  columns  or  within  the 
outer  wall.  Where  the  house  is  heated  by  hot  air  deliv- 
ered by  a  fan,  the  hot  air  duct  is  utilized  for  carrying  the 
pipe  lines.  From  the  duct  the  pipes  are  led  to  conven- 
ient connections  on  columns  between  the  pits. 

BOILER  WASHING  SYSTEMS. 

Several  systems  of  washing  and  refilling  locomotive 
boilers  with  hot  water  and  of  blowing  off  boilers  with- 
out filling  the  house  with  steam  have  been  developed. 
Some  of  these  systems  have  proven  very  economical  in 
the  expense  of  washing  boilers  and  in  reducing  the  nec- 
essary detention  of  locomotives  at  terminals.  In  addi- 
tion they  have  improved  working  conditions  in  round- 
houses by  eliminating  fog  and  steam  and  further  tend  to 
lengthen  the  life  of  metal  structures  by  doing  away  with 
the  presence  of  moisture  liable  to  cause  corrosion. 

RECOMMENDATIONS  OF  THE  A.  R.    E.   &   M.  OF  \V.   ASSX. 

The  report  of  the  committee  on  buildings  presented 
before  the  annual  meeting  of  the  American  Railway  En- 
gineering and  Maintenance  of  Way  Association  in  1905 
recommends  that  a  modern  roundhouse  be  designed  and 
•equipped  as  follows : 


•  (1)  That  in  a  circular  roundhouse  the  locomotives 
should  stand  in  the  house  normally,  with  the  tender 
toward  the  turntable. 

(2)  That  distances  from  center  of  turntable  to  the 
inner  side  of  roundhouse  shall  be  determined  by  the  num- 
ber of  stalls  required  in  the  full  circle. 

That  length  of  stall  along  center  line  of  track  should 
not  be  less  than  85J  feet  in  clear. 

(3)  That  clear  openings  of  entrance  doors  should  be 
not  less  than  12  feet  in  width  and  17  feet  in  height. 

That  the  angle  between  adjacent  tracks  should  be  an 
even  factor  of  180  deg.,  so  that  the  tracks  at  the  oppo- 
site ends  of  the  turntable  will  "line  up"  with  it. 

(4)  The  turntable  should  be  not  less  than  75*  feet 
in  length.     The  table  should  be  operated  by  power,  pref- 
erably electric. 

(5)  The  material  used  in  construction  of  the  house- 
should  be  non-corrosive,  unless  proper  care  be  taken  to 
prevent  corrosion. 

(6)  Engine  pits  should  be  not  less  than  60j  feet  in 
length,  with  convex  floor,  and  with  drainage  toward  the 
turntable.     The   walls  and   floors  may  be  of  concrete, 
and  proper  provision  should  be  made  in  construction  for 
the  support  of  the  jacking  timbers. 

(7)  Roundhouse  doors  should  be  made  of  non-corro- 
sive material. 

(8)  Smoke  jacks  should  be  fixed,  having  large  hoods: 
constructed    preferably    of    non-corrosive    material    and 
supplied  with  dampers.     The  cross-section  of  the  stack 
should  be  not  less  than  30§  inches  in  diameter. 

(9)  The  floor  should  be  of  permanent  construction 
on   a  concrete   foundation   and  grouted.     It   should  be 
crowned   between  pits,  and  that  part  adjacent  to  pits 
within  jacking  limits  should  be  of  wood. 

(10)  Drop  pits  should  be  furnished  for  handling  truck 
wheels,  driving  wheels  and  tender  wheels.    These  can  be 
most  economically  constructed  in  pairs. 

(11)  If  the  building  be  heated  with  hot  air  it  should 
be  by  the  indirect  method,  and  the  supply  should  be  taken 
from  the  exterior  of  the  building  (no  re-circulation  of 
air  should  be  allowed).    The  air  should  be  delivered  to 
the  pits  under  the  engine  portion  of  the  locomotive. 

Air  ducts  should  be  located  under  the  floor  and  spe- 
cial precaution  should  be  taken  to  keep  them  dry. 

(12)  As  much  good  light  should  be  obtained   from 
exterior  of  the  building  as  good  construction  will  allow. 

(13)  There  should  be  an  arc  light,  and  a  plug  outlet 
for  incandescent  lights  in  each  space  between  stalls. 

(14)  The  contents  of  boilers  should  be  taken  care  of 
and  discharged  outside  of  the  building  in  a  suitable  re- 
ceptacle and  the  heat  units  used  as  may  be  deemed  best. 

(15)  Cold  water  should  be  supplied  at  each  alternate 


*More  recent  practice  indicates  85  ft.— Editor. 
fMore  recent  practice  indicates  65  ft. — Editor. 
±More  recent  practice  indicates  95  ft. — Editor. 
§Unless  jack  is  made  to  lower  and  fit  over  stack  a 
minimum  of  42  in.  is  considered  necessary. — Editor. 


204 


RAILWAY  SHOP  UP  TO  DATE 


space  between  stalls  from  an  outlet  not  Jess  than  2y2 
inches,  located  at  a  point  about  opposite  front  end  of 
firebox ;  the  water  pressure  should  be  not  less  than  80 
Ibs.  The  hydrants  should  be  located  below  the  floor  in 
properly  constructed  pits  amply  drained. 

Modern  practice  requires  the  use  of  hot  water  in  the 
maintenance  of  boilers. 

(16)  Compressed  air  is  used  for  mechanical  hoisting 
and  blowing*  operations.  Overhead  outlets  should  be 
furnished  in  each  space  between  stalls  opposite  front 


*Steam  is  considered  more  economical  for  blowing. — 
Editor. 


end  of  firebox.     The  pressure    should    be    from   xu   i<> 
100  Ibs. 

(17)  A  roundhouse  should  have  facilities  for  the  lo- 
cation of  a  few  necessary  machine  tools,  preferably  elec- 
trically driven. 

(18)  Air  hoists,  or  portable  goose-neck  cranes  with 
differential  blocks  on  wheels,  should    be    furnished    for 
handling  heavy  repair  parts. 

(19)  The  turntable  pit  side  walls  should  be  of  con- 
crete with  wooden  coping  not  less  than  f>  inches  thick, 
and  the  ties  under  the  circular  rail  should  be  supported 
on  concrete  walls.     Pivot  masonry  may  be  of  concrete 
with  stone  cap. 


ROUNDHOUSE 


205 


•a 


I1/ 


V 


# 


•5   r 


i    ! 


M- 


B  i 


^ 


H 


X 


2: 

>> 
Z 

-- 


X 
o 

S 


5- 
B 


. 

o 

o 


o 
p 


a 


206 


RAILWAY  SHOP  UP  TO  DATE 


Bl 


I 


K 

d 


m 
6 


o 

ffi 


J 
< 
g 

s 

95 
K 


O 

s 
o 

O 

O 

J 


o 


j 

i 

z 

H 
O 


^,q 


S/I..3/ 

00. 

snl 


1 

Sfa! 


•J  i !  u-*f 

"*5«  i|'l 

'.'rlJi'/i 


r-— \ 


;;  w*7i  *. 

M    ) 


ROUNDHOUSE 


207 


I 


L'D.S 


RAILWAY  SHOP  UP  TO  DATE 


ROUNDHOUSE 


209 


GENERAL  LAYOUT   OF   LOCOMOTIVE   TERMINAL  AT  CLINTON.   IA.,   C.   &  N.   W.   R.   R. 


Tank, 


GENERAL   LAYOUT   OF  LOCOMOTIVE    TERMINAL   AT   COLLIXWOOD,    O.,    L.    S.    &   M.    S.   RY. 


•&=±_=^__  _^  -^  _ 


GENERAL  LAYOUT  OF  LOCOMOTIVE  TERMINAL  AT  ST.  LOUIS,  MO.,  T.  R.  R.  ASSN.  OF  ST.  LOUIS. 


210 


RAILWAY  SHOP  UP  TO  DATE 


Sou  f ft    Track  of  Prvposzcf  Cocr/  Storage 


GENERAL  LAYOUT  OF  LOCOMOTIVE  TERMINAL  AT  HAMMOND,  IND..  ERIE  R.  R 


GENERAL  LAYOUT  OF  LOCOMOTIVE  TERMINAL  AT  ONEONTA,  N.  Y.,  D.  &  H.  R.  R. 


ROUNDHOUSE 


211 


CROSS  SECTION  OF  STANDARB  ROUNDHOUSE,  B.  &  O.  R.  R. 


CROSS    SECTION    OF    STANDARD   ROUNDHOUSE,    ERIE    R.    R. 


CROSS    SECTION   OF   ROUNDHOUSE   AT    ONEONTA.    N.    T.,    D.    &   H.   R.    R. 


212 


RAILWAY  SHOP  UP  TO  DATE 


CROSS   SECTION   OF  ROUNDHOUSE  AT  LANDERS.  ILL.,    WABASH  R.  R. 


Smoke  Jack      "\— 


Tar  A  Oravel  Roof — 
Pitch  li' 


Gutter' 


fan  House. 


CROSS  SECTION  OF  ROUNDHOUSE  AT  INMAN  YARD,  GA..  SOUTHERN  RY. 


CROSS  SECTION  OF  ROUNDHOUSE  AT  McKEES  ROCKS,  PA.,  P.  &  L.  E.  R.  R. 


ROUNDHOUSE 


213 


PARTIAL   SECTION   OK    KOITNDHOUSE  AT    EAST    ST.    LOUIS.   ILL.,    T.    R.    R.   ASSN.    OF   ST.   L. 


These  P/rs  Orotnra  to/ 
matte  Cellar  Drain. 


CROSS    SECTION    OF    ROUNDHOUSE    AT    LA    JUNTA,    COLO.,   A.    T.   &   S.  F.   RY. 


214 


RAILWAY  SHOP  UP  TO  DATE 


These  Jacks  to  go  over  Trades, 
above  Orop  Pits  only 


CROSS   SECTION   OF   ROUNDHOUSE    AT    ELKHART,    IND.,   L.    S.    &    M.    S.    RY. 


"tfaSfifa 


Traveling  Crane 
tiros/or  runway 


CROSS   SrOOTION    OF   ROUNDHOUSE  AT  EAST  AI/TOONA,   PA.,    P.   R.   R. 


ROUNDHOUSE 


215 


CROSS    SECTION    OF    LOW    PORTION    OF    ROUNDHOUSE    AT    PUEBLO,  COLO.,  D.  &  R.   G.  R.  R. 


CROSS    SECTION    OF    HIGH    PORTION    OF    ROUNDHOUSE    AT   PUEBLO.    COLO.,    D.    &   R.   G.    R.    R. 


RAILWAY  SHOP  UP  TO  DATE 


CROSS  SECTION  OF  ROUNDHOUSE  AT  WAYCROSS,   GA.,  A.   C.  L.   R.   R. 


CROSS   SECTION  OF   REINFORCED   CONCRETE  RECTANGULAR   ENGINE    HOUSE,    C     H.   &    D.    R.    R. 


SfCTIOH     THROUGH    PIT 
28'S1' 


CROSS   SECTION  OF  RECTANGULAR  ENGINE  HOUSE  AT  GRAND  RAPIDS,    MICH.,    PERE    MARQUETTE  R.   R. 


ROUNDHOUSE 


217 


lorry  Tract 


SEGMENT  OF  STANDARD  ROUNDHOUSE  OF  B.  &  O.  R.  R.   PLAN  OF  ROUNDHOUSE  AT  PUEBLO,  COLO.,  D.  &  R.  G.  R.  R. 


PLAN  OF  ROUNDHOUSE  AT  ATLANTA,  GA..  SOUTHERN  RT. 


218 


RAILWAY  SHOP  UP  TO  DATE 


Sect/on  B- 


Sectmn  of.  Truck  Pif. 
PLAN  AND  DETAILS  OP  STANDARD  ROUNDHOUSE  OF  ERIE  R.   R. 


Section  of  Orop  Pit'. 


PLAN  AND  SECTION  OF  ROUNDHOUSE,  SHOWING  ARRANGEMENT  OF  HEATING  APPARATUS  AT  MIDDLETOWN 

N.    Y.,  N.  T.   O.  &  W.    R,  R. 


ROUNDHOUSE 


219 


utafj  Room 

anct 
Wafer  Closet 


Machine  Shop,  f^f 

anct  Smffh  Shop 


28JO  So.  P.  Radiating  Svrfacr 


PLAN  OF  HEATING  AND  PIPE  DUCTS  FROM  POWER  HOUSE    AND  FAN  HOUSE  AT  EAST  ALTOONA  LOCOMOTIVE 

TERMINAL.    P.    R.    R. 


PLAN   OF   ROUNDHOUSE.  SHOWING  ARRANGEMENT  OF  HEATING  APPARATUS  AT  PARSONS,  KANS., 

M.  K.  &  T.  RY. 


220 


RAILWAY  SHOP  UP  TO  DATE 


t       Itngt/i  of  movable  Rail 


Longitudinal  Section  Thro'  Engine  Pits 
jV*ff 
S 


Bl 

1    J,'».»         ' 
•£%t  x%  Brace 

[  

*    i  

HH 

J  t/rt'/g"  Plate 

^H 

J--x<x] 

^ 

N-^*"A 

wmion  bolfs 

<  •*'  - 

> 

L  —  ,- 

i  —  3%"  —  > 

l^l'lj'^l. 

J 

•^•'i'"-'* 

,s 

-V-^- 

> 

^^ 

»:-:5.;-*': 

^(  W  Anchor  tiolts  IS"o.c. 
\ 

' 
1 

•Sec  f  ion  D-D 

III 

^Bottom  to  have  3'  fa/I  to  Cesspool 

"•-."/  "*»". 

V^y:v^,*->^>-?>;V'K»-.>^:-i'^ 

^.!K-:.>;:?i:-^.;^ 

SECTION   OF  ENGINE   PITS   IN   ROUNDHOUSE   AT  ATLANTA,     GA.,    SOUTHERN   RT. 


V*»«^r^lllll 


"-•.---fc.-.-;---.--"zv:r»pJ     T  J  J  1  I  -     -     -'  —  ^^r-  1  ?  '^j— 

\               frTJ  X              -1              :               X              ^              A         ^i              i              X              i            -tl^ 

5i            ^Ballaif 

"l              ^                                                                                          ^                                                     *tt 

rr-ri                                                                                                                                                                                              '—^ 

_J 


r^u 

n 

J&*  \*" 

V    1 

r  - 

(*$'xf?J 

3eCfrji.<. 

l 

§ 

l 

_    J  4  J_  - 

inJc  .  i  J  — 

a 

fe«=-          _-, 

f! 

8>i?  mo.   < 

p^u 

L 

1 

j     .      -47//7^ 

Lf  —  *  —  i 

-par  * 

U  r-  

*  *       t 

*i  —  =— 

^—  H 

imw 

:-qiy:-:i=f 

E 

1 

1 

_j   . 

a 

" 

L_r 

J 

*       M 

i 

J 

HHH 

t^- 

Scarf 

Joint 

\ 

^ 

1       -i'!l 

'  1'1  1 

'  4 

'4'tt' 

^Salbst'. 


Plan  i honing  Jlrrant,e(nenf  of  F/eor  Si/tt  Cra"  Stction  of  Pit. 

DETAILS    OF   ENGINE    PITS   AND   ROUNDHOUSE    FLOOR   AT   EAST  ALTOONA,    PA.,   P.   R.    R. 


ROUNDHOUSE 


221 


Section   «t  Motor  End. 

CROSS    SECTION    THROUGH   DROP  PIT  IN  ROUNDHOUSE 
AT   EAST   ALTOONA,    PA.,    P.   R.  R. 


PLAN   OF  MACHINERY   IN   DROP   PIT,    EAST   ALTOONA 
ROUNDHOUSE,    P.   R.   R. 


8V- 


-S4'8- 


P 


2  L.  H.  Screirs 


¥-  - 


"1 


JL 

ii 


toff:  Spetdof  fhfor  46Of?.f>* 
Moremenf  of  Tabte  2  ff. 
per  rrtfj. 


-  —  g'tf- 


ae.saoo,  i?o  wfs 

?7H.P.  focf  Suspemiorr 


k±iM 


. 

--  •--•       .-  -'V-T-.-v. ,  IJ.M.  '  •'.^-/-""^~r7fr'  •1"rr--' 
—  H  1    ' 


C*,c 

^ 


refe 


I 


• 


I       1 

l".     Concrete '         JJ£ 


SECTIONS    THROUGH    DROP    PITS    AT    EAST    ALTOONA,    PA.,      P.  R.   R. 


222 


RAILWAY  SHOP  UP  TO  DATE 


j 


•f  C«Tir«n  p-f* 


I, — iL-£i — ,•  %Kfi}: '  1""*''"' *"'">•,,,, 


LONGITUDINAL    SECTION    OP    PIT,    INCLUDING    SECTION   TOWARD  TURNTABLE,   SECTION  OF  DRIVING   WHEEL 
DROP   PIT  AND  SECTION  OP  TRUCK  DROP  PIT   IN    ROUNDHOUSE  AT  PUEBLO    COLO 

D.    &   R.   G.   R.   R. 


CROSS    SECTION    OF    PIT    IN    ROUNDHOUSE      AT      PUBBLO. 
COLO.,    D.    &    R.    G.    R.    R. 


BticK. 


CROSS    SECTION    OF    DROP   PIT    IN    ROUNDHOUSE    AT    ONE- 
ONTA,   N.    Y.,   D.    &   H.   R.   R. 


PNEUMATIC    LIFTING   DOOR  IN   ROUNDHOUSE   AT    EAST 
ALTOONA,   PA.,   ?.   R.   R. 


§QjcT 

-**§  ->\ 

3* 

f-  ,7$  ^ 

I 

—  ^  f-1  f-j  —  -4»T 

^  f                                       \- 

ii       [          il       l«t!   i 

l£J 

*                               22_  ., 

*-J-'-H 

\-k' 

1 

[.-                .... 

'IV                       -i 

~SJ- 
Y                                                                               /T' 

, 

*~  *H  Y                                       *   ^                \      /"> 

\              ^      v^5 

}                          ^ 

1 

r~n  ^~~~  -  ""^1  —  -^^r-^"j 

i-. 

.  1                                  '  '  ' 

r^'i 


TRACK    STOP    USED    IN    ROUNDHOUSE   AT    EAST   ALTOONA, 
PA..    P.    H,    R. 


ROUNDHOUSE 


,r-  y  Their  Srts 

-Vk-Z-O'-Tfif  LerltFi  if  Pit 


•2-2-3 


PLAN    AND    LONGITUDINAL    SECTION    OF    DROP   PIT    IN   ROUNDHOUSE  AT  ONEONTA,  N.  T.,  D.   &  H.   R.   R. 


Lateral  Section  of  Tunnel 

SECTION    OF    ENGINE    PIT,    SHOWING    ARRANGEMENT     OF       SECTION    OF    TUNNEL    IN    ELKHART    ROUNDHOUSE,    L.    S. 
STEAM   HEATING    PIPE  ALONG   SIDES   OF  PIT   IN  &   M.   S.    RY. 

ROUNDHOUSE    AT    ELKHART,    1ND.,    L.    S. 
&   M.    S.    RY. 


! 

» 

A 
x  < 

1  i 

iJL 

I  •  -•-  •-• '   »  • 
DIAGRAM    ILLUSTRATING    AVASHING    OUT    SYSTEM    IN    ROUNDHOUSE   AT  ELKHART.  IND-,  L.   S.   &  M.   S.   RY. 


224 


RAILWAY  SHOP  UP  TO  DATE 


/7'.9 


BGILER      ROOM 


®     LJ 

<?7>a»j;>  W«rff> 


PIPING   CONNECTIONS  AT  HEATERS  FOR  BOILER  WASHING  SYSTEM  IN  ROUNDHOUSE  AT  ELKHART    INI) 

L.   S.  &  M.   S.  RT. 


.          \ 

ARRANGEMENT    OF    PIPING    IN    BOILER   WASHING    SYSTEM      IN  ROUNDHOUSE  AT  ELKHART,   IND.,  L.   S.   &  M.   S.  RY. 


(o)    fo) 


••  ~Lj*f  Steam  ffO'bs 


DIAGRAM    ILLUSTRATING     BOILER     WASHING     SYSTEM     IN  ROUNDHOUSE    AT    McKEES    ROCKS,    P.    &    L.    E.    R.    R. 


ROUNDHOUSE 


225 


rmnnnnnn   nnnnn 


!  Stcfion  TTrrvuffA  . 
DETAILS  OF  INSPECTION  PIT  AT  EAST  ALTOONA  LOCOMOTIVE  TERMINAJU   P.  R.   R. 


5  Ton  c/ecr  irar.  Crone  " 


H  ^f^S^\ 

ii£i3  -       -A 

EZ-21- 


- 

CRANE    SERVING    ASH    PITS    AT    EAST    ALTOONA    LOCOMOTIVE    TERMINAL,    P.    R.    R. 


226 


RAILWAY  SHOP  UP  TO  DATE 


jjl  ftae  ewnrfta 


S57»W1   Z"6°*P'Pe 

<<:-—,--LL^f^-A 


SECTION    OF   DOUBLE   ASH    PIT,    B.    &    O.   R.    R. 


cie  eef> 
\  ^or  sending  re- ' 
I  ports  thru  pneu- ' 

Js  matic  i^ubes  to 

^ 


I 
I 


-TT ! — I 

-4» 80'  -- 


Plan 


Section  C-D 

LOCOMOTIVE   INSPECTION   PIT,    B.  &  O.  LOCOMOTIVE  TERMINALS. 


ROUNDHOUSE 


227 


•~,f. 


I          Htt 
J  I  r^,\.-l<tt_ 

SteSr? 


_-__— . __== 

OTJS  -Ser/wo  nroflf  fftongjf-B  LonflSfdhnUrra'CentfrallV.        Lanyifufifiaf-Strfion  (f»  cf  Tract:.  r~t  rinafiei  t.  Bet?:.-*  l'.-«» 

DETAILS  OF  DOUBLE  CINDER   PIT  AND  TRACK  OF  LOCOMOTIVE  TERMINAL  AT  ATLANTA,  GA.,  SOUTHERN  RT. 


/  reinforcing  bars, 
fa  b«  %" square  bars. 
Jo/prsoff  Corrugated. 


HALF  SECTION  OF  CINDER  PIT,   EL  PASO  &  SOUTH- 
WESTERN   RY. 


=1-^1-1-1^1      *?& 


| 


ASHES     CARRIER 


LOCOMOTIVE   COALING   AND   CINDER    STATION   AT    PHILA- 
DELPHIA,   PA.,  P.   &  R.  I?  r. 


LOCOMOTIVE   COALING  AND   CINDER   STATION  AT   PHILA- 
DELPHIA,  PA.,    P.   &   R.    RT. 


228 


RAILWAY  SHOP  UP  TO  DATE 


-'-"--"£    Cran,  Treitle  to  be  Curved 
v*  end  bin 


Section  of  Coaling  Plant 
line.  /I-B. 


SECTION  OF  COALING  PLANT  AT  INMAN  YARDS,  SOUTH  ERN  RY. 


LOCOMOTIVE  COALING  STATION  AT  McKEES  ROCKS,  PA.,  P.  &  L.  E.  R.  R. 


ROUNDHOUSE 


229 


The  Ash   Handlina   Plant. 
CROSS   SECTION   OF  ASH  HANDLING  PLANT  AT  McKEES  ROCKS,    PA.,   P.   &    L.   E.   R.   R. 


i~~-'"' 

• 

ii:-i:    ,.'':•  - 


-  •  • 


ELEVATIONS  OF  HOLMEN  COALING  STATION.   PENNSYLVANIA  LINES   WEST. 


230 


RAILWAY  SHOP  UP  TO  DATE 


PARTIAL   DETAILS   OF  SAND  HANDLING   STATION  AT  McKEES   ROCKS,   PA.,  P.   &   L.   E.   R.   R 


g|  •"   12*11""    T^ 

Co^tt,        J| 


5j* 


S«ction  Through  Coal  Bin. 


Pit  Mens  ftoom 


COALING  STATION  OF  LOCOMOTIVE  TERMINAL  AT  EAST   ALTOONA,  PA.,  P.  R.  R. 


ROUNDHOUSE 


281 


%'-a'oi'f>wrt>*ii/ 


PNEUMATIC  COAL  CHUTE  GATE  ON  LOCOMOTIVE  COALING   STATION  OF  LOCOMOTIVE  TERMINAL  AT  EAST  ALTOONA, 

PA.,    P.    R.    R. 


I 
J. i  i  i 

SAND   DRYING   AND   STORAGE   PLANT    OF  LOCOMOTIVE   TERMINAL    AT    EAST    ALTOONA,    PA..    P.    R.    R. 


232 


RAILWAY  SHOP  UP  TO  DATE 


" 


SIDE  ELEVATION   OF  COALING   STATION  AT  ST.   LOUIS,  MO.,    T.    R.    R.    ASSN.    OF   ST.    L. 


END    ELEVATION    OF   COALING    STATION    AT    ST.    LOUIS,      MO.,    T.    R.    R.    ASSN.    OF    ST.    L. 


ROUNDHOUSE 


233 


5iC3  Elerar/on  on  Coo/ing  Tryc* 


~ni  K-rr  of  Cooi  ft f rotor 


/•/far     r~--i  P/an  oifer  Top  of  St/7 

COALING    STATION    AND    SAND    DRYING    PLANT    OF    PERB   MARQUETTE   R.   R. 


SECTION  OF  COALING  STATION  OF  PERE  MARQUETTE  R.  R. 


234 


ROUNDHOUSE 


PLAN  OF  COALING  STATION,  PERE  MARQUETTE  R.  R. 


SAND  DRYING  PLANT  OF  PERE  MARQUETTE  R.  R. 
~\ 


ARRANGEMENT  OF  MECHANISM  FOR  ELEVATING  CARS  AT 
COALING  STATION,  C.  &  N.  W.  RT. 


SECTION  OF  DOUBLE  CHUTE  COALING  STATION, 
C.  &  N.  W.  RY. 


RAILWAY  SHOP  UP  TO  DATE 


235 


References  to  Articles  Descriptive  of  Railway  Shops 


Armour  Car  Lines,  Union  Stock  Yards.  Car  shops  at  Chicago, 
111.  R.  R.  Gaz.,  Jan.  23,  1903.  Ry.  Age,  Jan.  23,  1903. 

Armour  Car  Lines.  Air  Brake  Testing  Department  of  Car  Re- 
pair Shops  at  Chicago.  Ry.  M.  M.,  Dec.,  1902. 

Atchison,  Topeka  &  Santa  Fe  Railway.  Locomotive  Shops  at 
Cleburne,  Tex.  Loc.  Eng.,  April,  1900. 

Atchison,  Topeka  &  Santa  Fe  Railway.  Locomotive  and  Car 
Shops  at  Fort  Madison,  Iowa.  R.  R.  Gaz.,  May  4,  1900. 

Atchison,  Topeka  &  Santa  Fe  Railway.  Locomotive  and  Car 
Shops  at  Topeka.  Kan.  Ry.  M.  M.,  serial,  April  to  Oct.,  1903. 
R.  R.  Gaz.,  Nov.  7,  1902.  Ry.  Age,  July  2,  1907.  Am.  Eng.,  June, 
1901 ;  Sept.,  Oct.,  1903.  Eng.  News,  April  2,  1903. 

Atlantic  Coast  Line  Railway.  Locomotive  Terminal  at  Way- 
cross.  Ga.  Ry.  M.  M.,  April,  1906. 

Atlantic  Coast  Line  Railway.  Locomotive  and  Car  Shops  at 
\Vaycro55,  Ga.  R.  R.  Gaz.,  June  9,  1905. 

Baltimore  and  Ohio  Railroad.  Locomotive  Terminal  at  Hollo- 
way,  O.  Ry.  M.  M.,  June,  1903. 

Baltimore  &  Ohio  Railroad.  Locomotive  Terminal  at  Keyser. 
\Y.  Ya.  Ry.  M.  M.,  Nov.,  1902. 

Baltimore  &  Ohio  Railroad.  Locomotive  Terminals.  Ry.  Rev., 
Dec.  2<i,  1906. 

Buffalo.  Rochester  &  Pittsburg  Railroad.  Locomotive  Repair 
Shops  at  Dubois,  Pa.  Am.  Eng.,  April,  May,  1902.  Ry.  Rev., 
Feb.  14,  1903.  Ry.  Age,  Feb.  13.  1903.  Eng.  Rec.,  Sept.  6,  1902. 
R.  R.  Gaz.,  Feb.  13,  1903. 

Canadian  Pacific  Railway  Locomotive  and  Car  Shops  at 
Angus,  (Montreal)  Can.  Ry.  M.  M.,  April,  May,  August,  1905; 
Sept..  Oct.,  Nov.,  1906.  Ry.  Age,  May  5,  1905;  Oct.  17, 1902;  Dec. 
9,  Dec.  16,  1904;  Rv.  Rev..  Feb.  4,  1905.  R.  R.  Gaz.,  Oct.  17, 
1902.  Am.  Eng.,  Dec.,  1904. 

Central  Railroad  of  Xew  Jersey.  Locomotive  and  Car  Shops 
at  Elizabethport,  N.  J.  R.  R.  Gaz..  Dec.  27,  1901;  Jan.  3,  1902. 
Ry.  Age,  Oct.  18,  1901.  Am.  Eng.,  Nov.,  1901;  Feb.,  1902.  Eng. 
Rec.,  Feb.  22,  1902;  June  21.  1902. 

Chicago  &  Alton  Railway.  Locomotive  and  Car  Shops  at 
Bloomington,  111  R.  R.  Gaz.,  June  27,  1902.  Am.  Eng.,  April, 
1901. 

Chicago,  Burlington  &  Quincy  Railway  (Hannibal  and  St. 
Joseph).  Locomotive  and  Car  Shops  at  Hannibal.  Mo.  Pro- 
ceedings St.  Louis  Railway  Club,  May  16,  1902.  R.  R.  Gaz.,  Oct. 
5,  1900 ;  Sept.  13,  1901.  Ry.  Age,  Nov.  23,  1900 ;  June  20,  1902. 

Chicago  &  Eastern  Illinois  Railway.  Locomotive  and  Car 
Shops  at  Danville.  111.  Ry.  M.  M.,  June,  Aug.  1904.  Ry.  Rev., 
Sept.  27,  1902 ;  Aug.  22,  1903  ;  July  9,  1904.  Ry.  Age.  Xov.  20, 
1903. 

Chicago  Great  Western  Railway.  Locomotive  and  Car  Shops 
at  Oelwein,  Iowa.  Ry.  M.  M.,  March,  1900.  R.  R.  Gaz.,  June  21. 
28,  1901.  Ry.  Rev.,  April  16,  1898;  March  3,  10.  1900;  June  25, 
1904.  Ry  Age.  March  2,  1900. 

Chicago.  Milwaukee  &  St.  Paul  Railway.  Locomotive  and 
Car  Shops  at  Milwaukee,  Wis.  Ry.  M.  M.,  Feb.,  March.  1904. 
Am.  Eng.,  Feb.,  1899.  R.  R.  Gaz.,  June  26,  1903.  Ry.  Age,  Nov. 
14.  1902.  Eng.  Rec.,  Nov.  14,  1903. 

Chicago  &  Northwestern  Railway.  Locomotive  Terminal  at 
Clinton,  Iowa.  Ry.  M.  M.,  Sept.,  1900:  March,  1901. 

Chicago  &  Northwestern  Railway.  Locomotive  and  Car  Shops 
at  Kinzie  Street,  Chicago,  111.  Ry.  Age.  May  30,  1902.  Loc.  Eng.. 
Jan..  1902.  Am.  Eng.,  March,  April.  May.  1900.  R.  R.  Gaz., 
Nov.  21,  1902. 

Chicago,  Rock  Island  &  Pacific  Railway.  Locomotive  Shops  at 
Silvis.  111.  Ry.  M.  M.,  Nov..  Dec.,  1904.  Ry.  Age,  Aug.  21,  1903 ; 
Feb.  26,  1904;  Aug.  19,  1905.  Ry.  Rev..  Feb.  6.  1904.  Eng. 
News.  Feb.  11,  1904.  R.  R.  Gaz..  Feb.  5,  1904. 

Chicago,  St.  Paul.  Minneapolis  &  Omaha  Railway,  St.  Paul. 
Minn.  Ry.  Age,  Aug.  22.  1902. 

Chicaeo.  St.  Paul.  Minneapolis  &  Omaha  Railway.    Locomotive 


Shops  at  Sioux  City,  Iowa.    R.  R.  Gaz.,  Sept  11,  1903. 

Cleveland,  Cincinnati,  Chicago  &  St.  Louis  Railway.  Locomo- 
tive and  Car  Shops  at  Beech  Grove,  (Indianapolis)  Ind.  Ry. 
Age,  Aug.  3,  1906. 

Cincinnati,  Hamilton  &  Dayton  Railway.  Locomotive  and  Car 
Shops  at  Ivorydale,  O.  Ry.  Rev.,  Oct  21,  1905;  March  3,  1906. 
R.  R.  Gaz.,  Sept.  21,  1906.  Eng.  News,  Oct.  11,  1906. 

Colorado  &  Southern  Railway.  Locomotive  and  Car  Shops  at 
Denver,  Colo.  R.  R.  Gaz.,  June  15,  1900.  Am.  Eng.,  Jan.,  1901. 
Ry.  Age,  Nov.  14.  1900.  Ry.  Rev.,  Dec.  15,  1900. 

Delaware,  Lackawanna  &  Western  Railroad.  Locomotive  and 
Car  Shops  at  Kingsland,  N.  J.  Ry.  M.  M.,  April,  1906.  Ry.  Rev., 
June  9,  1906.  Eng.  Rec.,  Dec.  2,  1905.  Ry.  Age,  Oct.  21,  1904. 

Delaware,  Lackawanna  &  Western  Railroad.  Locomotive  Shops 
at  Scranton,  Pa.  Ry.  Age.  Oct.  28,  1904;  April  12,  1907. 

Delaware,  Lackawanna  &  Western  Railroad.  Car  Shops  at 
Scranton,  Pa.  Ry.  M.  M.,  Nov.,  1906;  Feb.,  March,  1907.  R.  R. 
Gaz.,  Jan.  9,  30,  1903.  Ry.  Rev.,  Jan.  17,  Aug.  29,  1903.  Ry. 
Age,  Nov.  28,  1904. 

Delaware,  Lackawanna  &  Western  Railway.  Locomotive  Shops 
at  East  Buffalo,  N.  Y.  Ry.  Age,  Dec.  30,  1904. 

Delaware  &  Hudson  Railroad.  Locomotive  Terminal  at  One- 
onta,  N.  Y.  Ry.  Eng.,  March,  May,  1907. 

Denver  &  Rio  Grande  Railroad.  Locomotive  Terminals  at 
Pueblo  and  Denver,  Col.  Ry.  M.  M.,  Dec.,  1906;  Jan.,  1907.  Ry. 
Eng.,  Dec.,  1906;  Jan..  1907. 

El  Paso  and  Southwestern  Railroad.  Locomotive  and  Car 
Shops  at  El  Paso,  Tex.  Ry.  Eng.,  Feb.,  1907.  Ry.  Rev.,  Dec.  29, 
1906. 

Erie  Railroad.  Locomotive  and  Car  Shops  at  Dunmore,  Pa. 
Loc.  Eng.,  Feb.,  1902. 

Erie  Railroad,  Hornellsville.  N.  Y.  Ry.  Rev.,  Dec.  1,  1906. 
Am.  Eng.,  Jan.,  1907. 

Erie  Railroad.    Terminal  Facilities.    R.  R.  Gaz.,  June  15,  1906. 

Fort  Worth  &  Denver  City  Railroad.  Locomotive  and  Car 
Shops  at  Childress..  Tex.  R.  R.  Gaz.,  March  21,  1902. 

Grand  Trunk  Railway.  Roundhouse  at  Mimico,  Ont.  Ry.  Age, 
Sept.,  22,  1905. 

Grand  Trunk  Railway.  Locomotive  Shops  at  Battle  Creek, 
Mich.  Ry.  M.  M.,  April,  1907.  Ry.  Age,  March  8,  1907.  Ry. 
Rev..  March  9,  1907. 

Great  Northern  Railway.  Locomotive  Shops  at  Dale  Street, 
St.  Paul,  Minn.  R.  R.  Gaz.,  June  19,  1903.  Am.  Eng.,  June, 
1903.  Ry.  Rev.,  June  20,  1903. 

Gulf  &  Ship  Island  Railroad.  Locomotive  and  Car  Shops  at 
Gulfport,  Miss.  Ry.  Rev..  May  9,  1903. 

Hannibal  &  St.  Joseph  Railroad,  Hannibal,  Mo..  See  Chicago, 
Burlington  &  Quincy. 

Illinois  Central  Railroad.  Locomotive  and  Car  Shops  at  Mem- 
phis, Tenn.  R.  R.  Gaz.,  Oct.  17,  1902. 

Lake  Shore  &  Michigan  Southern  Railway.  Locomotive 
Terminal  at  Elkhart,  Ind.  Ry.  M.  M.,  Feb..  March.  1905.  Ry. 
Rev.,  April  1.  Dec.  29.  1905.  Am.  Eng.,  Feb.,  March,  1905. 

Lake  Shore  &  Michigan  Southern  Railway.  Locomotive  and 
Car  Shops  at  Collinwood  O.  Ry.  Age,  April  11.  1902.  Eng. 
News.  Dec.  18,  1902.  R.  R.  Gaz.,  Dec.  19,  1902.  Am.  Eng.,  serial, 
Oct.  to  Dec.,  1902;  Jan.  to  June,  Sept.  to  Dec..  1903. 

Lehigh  Valley  Railroad.  Locomotive  and  Car  Shops  at  Sayre. 
Pa.  Ry.  Age,  Sept.  30,  1904;  Jan.  20,  1905;  Dec.  22,  1905;  May 

29,  Tune  19,  1903.     Am.  Eng..  June,  July,  1903.     Eng.  Rec..  May 

30,  1903.     Eng.  News.  June  25.  1903;  Jan.  26.  1905.     R    R.  Gaz.. 
May  29.  1903;  Jan.  27.  1905.     Ry.  Rev.,  April  28.  1900:  June  20, 
1903;  Jan.  21.  1905 

Louisville  &  Nashville  Railroad.  Locomotive  and  Car  Shops 
rt  South  Louisville,  Ky.  Ry.  M.  M.,  Nov.,  Dec..  1905;  Jan..  1906. 
R.  R.  Gaz.,  June  9,  1905;  March  9,  1906.  Eng.  New?,  Feb.  8, 
lOOfi.  Rv.  Rev..  Oct.  7.  Nov.  4.  1905. 


236 


RAILWAY  SHOP  UP  TO  DATE 


Mexican  Central  Railway.  Locomotive  and  Car  Shops  at 
Aguas  Calientes,  Mex.  R.  R.  Gaz.,  April  6,  1900 ;  Aug.  5,  12,  19, 
1904.  Am.  Eng.,  Dec.,  1903;  May,  Sept.,  1904.  Ry.  Age  June  6, 
1900;  Aug.  12,  19,  1904. 

Michigan  Central  Railway.  Locomotive  Shops  at  Jackson, 
Mich.  R.  R.  Gaz.,  April  23,  1897 ;  Sept.  19,  1902.  Ry.  Age,  June 
20,  1902.  Am.  Eng.,  March,  1903. 

Minneapolis  &  St.  Louis  Railroad.  Locomotive  and  Car  Shops 
at  Cedar  Lake,  Minneapolis,  Minn.  Ry.  Age,  June  6,  1902.  Ry. 
Rev.,  June  21,  1902. 

Missouri,  Kansas  &  Texas  Railway.  Gas  Burning  Heater 
with  Fan  System  for  Roundhouse  at  Parsons,  Kans.  Ry.  M.  M., 
Sept.,  1906.  Ry.  Age,  June  19,  1906. 

Missouri,  Kansas  &  Texas  Railway.  Locomotive  Shops  at 
Parsons,  Kans.  Ry.  Age,  April  13,  1906. 

Missouri,  Kansas  &  Texas  Railway.  Sedalia,  Mo.  Ry.  Rev., 
Jan.  6,  1906. 

Missouri  Pacific  Railway.  Locomotive  and  Car  Shops  at  Se- 
dalia, Mo.  Ry.  M.  M.,  March,  1906.  Ry.  Rev.,  Jan.  6,  1906.  R. 
R.  Gaz.,  Sept.  9,  Oct.  14,  1904.  Ry.  Age,  Sept.  23,  1904. 

New  York  Central  &  Hudson  River  Railroad.  Locomotive 
Shops  at  Depew  N.  Y.  R.  R.  Gaz.,  Feb.  16,  1900.  Eng.  News, 
Dec.  21,  1893.  Ry.  Age,  March  17,  1893.  Loc.  Eng.,  March, 
1892.  Ry.  Rev.,  June  13,  1896;  May  31,  1902. 

New  York  Central  &  Hudson  River  Railroad.  Repair  Shops 
for  Steel  Freight  Car  Trucks  at  East  Buffalo,  N.  Y.  Am.  Eng., 
May,  1902. 

New  York  Central  &  Hudson  River  Railroad.  Locomotive 
and  Car  Shops  at  Oak  Grove,  (Williamsport)  Pa.  Ry.  M.  M., 
June,  1902.  Ry.  Rev.,  May  31,  1902.  R.  R.  Gaz.,  March  14,  1902. 

New  York  Central  &  Hudson  River  Railroad.  Erecting  Shop 
of  the  Locomotive  and  Car  Shops  at  West  Albany,  N.  Y.  Ry. 
M.  M.,  Nov.,  1902. 

New  York,  New  Haven  &  Hartford  Railroad.  Car  Shops  at 
Readville,  Mass.  Ry.  M.  M.,  April,  1904.  Am.  Eng.,  Feb.,  March, 

1901.  R.  R.  Gaz.,  Feb.  15,  1901.    Ry.  Age,  July  26,  1901;  March 
28,  1902.    Ry.  Rev.,  June  18,  1904. 

New  York,  Ontarip  &  Western  Railway.  Paint  Shop  Heating 
at  Middletown,  N.  Y.  Ry.  M.  M.,  June,  1907. 

New  York,  Ontario  &  Western  Railway.  Roundhouse  at 
Middletown,  N.  Y.  Ry.  Age,  June  30,  1905. 

Norfolk  &  Western  Railway.  Locomotive  and  Car  Shops  at 
Roanoke,  Va.  R.  R.  Gaz.,  June  20,  1902.  Ry.  Rev.,  July  12,  1902. 
Ry.  Age,  June  24,  1902. 

Northern  Pacific  Railway.  Blacksmith  Shop  Ventilating  Sys- 
tem at  Brainard,  Minn.  Ry.  M.  M.,  March,  1904. 

Oregon  Short  Line  Railroad.  Locomotive  and  Car  Shops  at 
Pocatello,  Idaho.  Ry.  M.  M.,  June,  1902.  R.  R.  Gaz.,  June  27, 

1902.  Ry.  Age,  March  28,  1902.    Ry.  Rev.,  Feb.  7,  1903.     Eng. 
News,  Oct.  15,  1903. 

Pennsylvania  Railroad.  Locomotive  Shops  at  Trenton,  N.  J. 
Ry.  M.  M.,  May,  June,  1907.  Ry.  Age,  Aug.  10,  1906;  Sept.  9, 
1904. 

Pennsylvania  Railroad.  Locomotive  Terminal  at  East  Al- 
toona,  Pa.  Ry.  Age,  Jan.  19,  1906.  R.  R.  Gaz.,  March  16,  1906. 
Am.  Eng.,  Feb.,  March,  1906. 

Pennsylvania  Railroad.  Locomotive  and  Car  Shops  at  Renova, 
Pa.  Ry.  Age,  Aug.  14,  1903. 

Pennsylvania  Lines,  Northwest  System.  Locomotive  Shops  at 
Fort  Wayne,  Ind.  R.  R.  Gaz.,  May  1,  1903. 

Pennsylvania  Lines,  Southwest  System.  (P.,  C,  C.  &  St.  L.) 
Locomotive  and  Car  Shops  at  Columbus,  O.  Ry.  Rev.,  Jan.  11, 
1902.  R.  R.  Gaz.,  April  17,  1903. 

Pennsylvania  Railroad.  Foundries  at  South  Altoona,  Pa. 
R.  R.  Gaz.,  March  17,  1905.  Ry.  Rev.,  June  10,  1905.  Am.  Eng., 
April,  Sept.,  1906. 

Pennsylvania  Railroad.  Locomotive  Shops  at  Olean.  N.  Y. 
Ry.  Age,  Nov.  17,  1905. 

Pere  Marquette  Railroad.    Locomotiv  Shops  at  Grand  Rapids, 


Mich.     Ry.  M.   M.,  Feb.,   1905,  March,   1905.     Ry.  Age,   March 
24,  1905.     Ry.  Rev.,   Oct.  29,   Nov.   5,  1904. 

Philadelphia,  Baltimore  &  Wilmington  Railway.  Locomotive 
and  Car  Shops  at  Wilmington,  Del.  R.  R.  Gaz.,  March  11,  1904. 
Ry.  Age,  April  8,  1904.  Ry.  Rev.,  June  16,  1906. 

Philadelphia  &  Reading  Railroad.  Locomotive  Shops  at  Read- 
ing, Pa.  R.  R.  Gaz.,  Dec.  12,  1902.  Eng.  News,  May  24,  1900. 
Ry.  Age,  Nov.  10,  1899;  May  23,  1902;  March  6,  1903.  Ry.  Rev., 
May  19,  1900.  Am.  Eng.,  serial,  Jan.  to  June,  Oct.,  Nov.,  1903. 

Pittsburg  &  Lake  Erie  Railroad.  Locomotive  and  Car  Shops 
at  McKees  Rocks,  Pittsburg,  Pa.  R.  R.  Gaz.,  June  27,  1902. 
Eng.  News,  Aug.  14,  1902.  Ry.  Age,  Feb.  28,  April  18,  1902; 
Dec.  18,  1903.  Ry.  Rev.,  Dec.  5,  12,  26,  1903.  Am.  Eng.,  serial, 
Nov.,  1903,  to  Feb.,  1904,  and  Aug.  to  Oct.,  1904. 

St.  Louis,  Iron  Mountain  &  Southern  Railway.  Locomotive 
and  Car  Shops  at  Baring  Cross,  Ark.  Ry.  Age,  March  2,  1900; 
June  13,  1902.  Ry.  Rev.,  June  14,  21,  1902. 

Seaboard  Air  Line  Railway.  Locomotive  and  Car  Shops  at 
Portsmouth.  Ry.  M.  M.,  March,  1904.  Ry.  Age,  Jan.  15,  1904. 

Southern  Railway.  Locomotive  Shop  at  Spencer,  N.  C.  R.  R. 
Gaz.,  Nov.  25,  1904. 

Southern  Railway.  Locomotive  and  Car  Shops  at  Sheffield. 
Ala.  Ry.  Age,  May  16,  1902. 

Southern  Railway.  Locomotive  Terminal.  Ry.  Rev.,  May  18, 
1907. 

Southern  California  Railroad  (A.,  T.  &  S.  F.).  Locomotive 
and  Car  Shops  at  San  Bernardino,  Cal.  Ry.  Age,  Sept.  26,  1902. 
R.  R.  Gaz.,  Aug.  29,  1902. 

Southern  Pacific  Railway.  Locomotive  and  Car  Shops  at 
East  Los  Angeles,  Cal.  R.  R.  Gaz.,  Aug.  14,  1903. 

Terminal  Railroad  Association  of  St.  Louis.  Locomotive 
Terminal  at  St.  Louis,  Mo.  Ry.  M.  M.,  Oct.,  1904.  Ry.  Age, 
July  29,  1904.  Ry.  Rev.,  Oct.  15,  1904. 

Terminal  Railroad  Association  of  St.  Louis.  Locomotive  and* 
Car  Shops  at  East  St.  Louis,  III.  Ry.  M.  M.,  April,  May,  1904. 
Ry.  Rev.,  Feb.  20,  1904,  April  16,  1904. 

Union  Pacific  Railway.  Locomotive  and  Car  Shops  at  Omaha,. 
Neb.  Ry.  Age,  Dec.  12,  1902. 

Wabash  Railroad.  Car  Shops  at  East  Decatur,  111.  Ry.  Age, 
Jan.  4,  1907. 

Wabash  Railroad.  Locomotive  Terminal  at  Landers,  111.  Ry. 
M.  M.,  May,  1906. 

Wisconsin  Central  Railway.  Locomotive  and  Car  Shops  at 
Fond  du  Lac,  Wis.  Ry.  M.  M.,  April,  1901.  Ry.  Rev.,  Jan.  19, 
1901.  Ry.  Age,  June  21,  28,  1901.  Am.  Eng.,  May,  1901. 

REFERENCES  TO   GENERAL  ARTICLES   CONCERNING 
RAILWAY  SHOPS. 

Railway  Shops,  by  R.  H.  Soule.  Serial,  Am.  Eng.,  1903-1904. 
Introductory,  Feb.,  1903.  General  Considerations,  March,  1903. 
The  erecting  shop,  April,  1903.  The  machine  shop,  May,  1903. 
The  boiler  shop  and  the  smith  shop,  June,  1903.  The  passenger 
car  repair  shop,  Oct.,  1903.  The  freight  car  repair  shop  and 
yard,  Nov.,  1903.  The  planing  mill,  Dec.,  1903.  The  power  plant, 
Jan.,  1904.  The  storehouse,  Feb.,  1904.  The  foundry,  March, 
1904.  The  roundhouse,  April,  1904.  The  layout,  May,  1904. 
Conclusions,  June,  1904. 

Railroad  shops,  by  Walter  G.  Berg.  Serial,  R.  R.  Gaz.,  March' 
13-20,  April  3-10,  1903. 

A  Typical  Shop  to  Serve  a  Road  or  Division  Equipped  with 
300  Locomotives,  by  L.  R.  Pomeroy.  Proceedings,  American 
Railway  Master  Mechanics'  Association,  1902.  Eng.  News,  July 
3,  1902.  Ry.  Rev.,  July  12,  1902.  R.  R.  Gaz.,  Oct.  24,  1902.  Am. 
Eng.,  Aug.,  1902. 

Railroad  Repair  Shop  Design  and  Equipment,  by  George  A. 
Damon.  Proceedings,  Western  Railway  Club,  April,  1903.  Eng. 
News,  May  14,  1903.  Ry.  Age,  April  24,  1903. 

Ideal  Blacksmoth  Shop  and  Equipment  for  General  Railroad 
Work.  Proceedings.  International  Railroad  Master  Blacksmiths'" 
Association,  1904. 


RAILWAY  SHOP  UP  TO  DATE 


237 


Location  of  Tanks  in  Oil  Houses.  By  L.  T.  Johnson.  Central 
Railway  Club,  March,  1904. 

Compressed  Air  Pneumatic  Tools  in  Railroad  Service.  By. 
Thos.  Aldcorn.  Central  Railway  Club,  May,  1904. 

Economic  Management  of  Railroad  Car  Shops.  Pacific  Coast 
Railway  Club,  February,  1904. 

Modern  Roundhouse  Construction.  By  M.  E.  Merrill.  New 
England  Railroad  Club,  November,  1904. 

Repairs  to  Steel  Freight  'Cars.  By  C.  A.  Seley  (plan  for 
proposed  shop).  Am.  Eng.,  June,  1900. 

Some  Notes  on  Steel  Car  Repairing,  (describing  several  rail- 
road shops  for  repairing  steel  cars).  R.  R.  Gaz.,  June  5,  1903. 

Shop  Practice  and  Maintenance  of  All  Steel  Cars.  Central 
Railway  Club,  January,  1902. 

Motor  Driven  Machinery.  By  O.  H.  Bigelow.  New  England 
Railroad  Club,  December,  1902. 

Electrically  Driven  Shop.  By  R.  L.  Warner.  New  England 
Railroad  Club,  December,  1902. 

Best  Shop  Practtice  and  Shop  Changes  for  Repairing  Steel 
Cars,  Committee  Report.  Proceedings,  Central  Railway  Club, 
Jan.,  1902.  R.  R.  Gaz.,  Jan.  24,  1902. 

Machine  Rating.  By  J.  F.  DeVoy.  Western  Railway  Club, 
December,  1903. 

Machine  Tools  and  High  Speed  Steel.  By  J.  A.  Carney. 
Western  Railway  Club,  December,  1903. 

The  Railroad  Paint  Shop.  By  W.  O.  Quest,  Proceedings,  Rail- 
way Club  of  Pittsburg,  Nov.,  1903.  R.  R.  Gaz.,  Dec.  11,  1903. 

The  Arrangement  of  Boiler  Shops.  By  F.  M.  Whyte.  Am. 
Eng.,  June,  1900. 

Power  Transmission  by  Shafting  vs.  Electricity,  committee  re- 
port. Proceedings,  American  Railway  Master  Mechanics'  As- 
sociation, 1900. 

The  Advantages  of  Electrically  Driven  Railroad  Shops.  By 
L.  R.  Pomeroy.  Proceedings,  Central  Railway  Club,  Nov.,  1902. 
and  January,  1903.  Ry  Rev.,  Nov.  22,  Dec.  27,  1902.  Ry  Age, 
Nov.  21,  1902.  Am.  Eng.,  Feb.  1903.  R.  R.  Gaz.;  Dec.  19,  1902. 

Modern  Tendencies  in  the  Development  and  Transmission  of 
Power.  By  John  J.  Flather.  Proceedings,  American  Association 
Advancement  of  Science,  Dec.,  1902.  Eng.  News,  Jan.  1,  1903. 

Electric  Driving  for  Shops.  By  C.  A.  Seley.  Proceedings, 
American  Railway  Master  Mechanics'  Association,  1902.  Ry.  M. 
M.,  July,  1902.  Ry.  Rev.,  July  12,  1902.  R.  R.  Gaz.,  June  27,  July 
4,  1902.  Ry.  Age,  Feb.  27,  1903.  (Discussion,  New  York  Rail- 
road Club).  Eng.  News,  July  3,  1902.  Am.  Eng.,  July,  1902.  R. 
R.  Gaz.,  May  12,  1905. 

Electrically  Driven  Shops,  committee  report.  Proceedings, 
American  Railway  Master  Mechanics'  Association,  1903.  Ry. 
M.  M.,  July,  1903.  R.  R.  Gaz.,  June  26,  1903.  Ry.  Rev.,  Dec. 
19,  1903.  Eng.  News,  July  2,  1903.  Am.  Eng.,  July,  1903.  Ry- 
Age,  June  26,  1903. 

Electricity  in  Railroad  Shops.    R.  R.  Gaz.,  May  29,  1903. 

Machine  Tools.  By  James  K.  Cullen.  Proceedings,  Western 
Railway  Club,  Nov.,  1902.  Ry.  Age,  Nov.  21,  1902. 

The  Power  Question  in  Locomotive  Repair  Shops.  By  R.  W. 
Stovel.  Proceedings,  Railway  Club  of  Pittsburg.  Ry.  Age, 
April  4,  1902.  Ry.  Rev.,  June  14,  1902. 

The  Value  of  Up  to  Date  Tools  in  Railroad  Shops.  By  M.  K. 
Barnum.  Proceedings.  Western  Railway  Club,  March,  1902.  Ry. 
M.  M.,  April,  1902.  R.  R.  Gaz.,  March  21,  1902. 

Electric  Equipment  in  Modern  Machine  Shop  Practice.  By  F. 
B.  Duncan.  Proceedings,  Engineers  Society  of  Western  Penn- 
sylvania, May,  1902. 

Heating  and  Ventilating  of  Railroad  Shops.  By  J.  I.  Lyle. 
Proceedings,  New  York  Railroad  Club,  March,  1903.  Ry.  Age, 
April  3,  1903.  R.  R.  Gaz.,  March  27,  1903. 

and  Ventilating  Car  and  Locomotive  Paint  Shops.    By 


W.  H.  Dutton.  Proceedings,  Master  Car.  and  Locomotive  Paint- 
ers' Association,  Sept.,  1903.  Ry.  Age,  Sept.  11,  1903. 

The  Economical  Heating  of  Railway  Repair  Shops.  By  W.  H. 
Carrier.  Ry.  Age,  June  30,  1903. 

Lengthening  Roundhouse  Stalls.     Ry.  M.  M.,  May,  1901. 

Up  to  Date  Roundhouses.  Proceedings,  American  Railway 
Railway  Master  Mechanices'  Association,  1901.  Ry.  M.  M.,  July, 
1901. 

Cranes  for  Railway  Shops.  By  G.  R.  Brandon.  Ry.  M.  M., 
March,  1903. 

Electric  Wiring  of  Machine  Tools.    Ry..M.  M.,  April,  1904. 

Variable  Speed  Motors.  By  C.  A.  Seley.  Proceedings.  Ameri- 
can Railway  Master  Mechanics'  Association,  1904.  Ry.  M.  M., 
July,  1904.  Am.  Eng.,  Aug.,  1904.  R.  R.  Gaz.,  July  1,  1904. 

Terminals  for  Locomotives.  Proceedings,  American  Railway 
Master  Mechanics'  Association,  1904.  Ry.  M.  M.,  July,  1904". 

A  Marked  Advance  in  Locomotive  Boiler  Maintenance.    By  A. 
R.   Raymer.     Proceedings,  Western   Railway   Club,   Oct.,   1904. 
Ry.  M.  M.,  Nov.,  1904.    Ry.  Age,  Oct.  21,  1904.    R.  R.  Gaz.,  Oct. 
21,  1904.    Am.  Eng.,  Nov.,  1904. 

Equipment  for  a  Modern  Blacksmith  Shop  for  Railway  Work. 
By  A.  W.  McCaslin.  Proceedings,  National  Railroad  Master 
Blacksmiths'  Association,  1904.  Ry.  M.  M.,  Nov.,  1904. 

Systems  of  Electrical  Distribution  in  Railway  Shops.  By  J. 
Henry  Klinck.  Ry  M.  M.,  April,  1905. 

The  Organization  of  Railway  Shop  Forces.  By  H.  T.  Bentley. 
Western  Railway  Club,  September,  1905. 

Ideal  Blacksmith  Shop.  Proceedings,  International  Railroad 
Master  Blacksmiths'  Association,  1905. 

Saw  Tooth  Skylights  in  Factory  Roof  Construction.  By  F.  S. 
Hynes.  Proceedings,  American  Society  of  Mechanical  Engineers, 
1906. 

Saw  Tooth  Roofs  for  Factories.  By  K  C.  Richmond.  Pro- 
ceedings, American  Society  of  Mechanical  Engineers,  1906. 

The  Art  of  Cutting  Metals.  By  Fred  W.  Taylor.  Proceed- 
ings, American  Society  of  Mechanical  Engineers,  1906. 

Electric  Light  Wiring  for  Roundhouses.  Ry.  M.  M.,  Aug., 
1906. 

Railroad  Repair  Shops.  By  G.  R.  Henderson.  New  England 
Railroad  Club,  April,  1907. 

Transfer  Tables  for  Locomotive  Shops.  Ry.  M.  M.,  Jan.,  Feb., 
1907. 

Freight  Car  Repair  Facilities.  Ry.  M.  M.,  Dec.,  1906;  Jan., 
Feb.,  1907. 

Reinforced  Concrete  Roundhouses.     Ry.  Rev.,  March  17,  1906. 

American  Roundhouses  and  Their  Operations.  By  W.  E.  Dun- 
ham. R.  R.  Gaz.,  May  19,  1905. 

Recommendations  Relative  to  the  Requirements  of  a  Modern 
Roundhouse.  Proceedings,  Amiiccan  Railway  Engineering  and 
Maintenance  of  Way  Association,  1905.  Ry.  Age.  March  24, 
1905. 

Locomotive  T'riuinal  Facilities.  Proceedings,  American  Rail- 
way Master  Mi-t Panics'  Association,  1905.  Ry.  M.  M.,  July, 
1905.  Ry.  Age,  .!v,:ie  16,  1905.  Am.  Eng.,  Aug.,  1905.  R.  R.  Gaz., 
June  16.  1905. 

Shop  Layouts.  Proceedings,  American  Railway  Master  Me- 
chanics' Association,  1905.  Ry.  M.  M.,  July.  1905.  Ry.  Age, 
June  17,  1905.  Ry  Rev.,  June  17,  1905. 

Buildings.  Proceedings,  American  Railway  Engineering  and 
Maintenance  of  Way  Association,  1906.  Ry.  Age.  March  23, 
1906. 

Organization  and  Economy  in  the  Railway  Machine  Shop.  By 
H.  W.  Jacobs.  Eng.  Mag.,  serial  beginning  Sept.,  1906. 

Some  Small  Successful  Shop  Savings.  By  C.  J.  Crowley.  Pro- 
ceedings. Western  Railway  Club,  Feb.,  1906. 

The  Development  of  Railroad  Shop  Practice  in  the  United 
States.  By  M.  K.  Barnum.  R.  R.  Gaz.,  May  5,  1905. 

Roundhouse  Framing.  By  R.  D.  Coombs.  Proceedings.  Amer- 
ican Society  of  Civil  Engineers.  R.  R.  Gaz.,  June  9.  1905. 


238 


RAILWAY  SHOP  UP  TO  DATE 


Improved  Roundhouse  Facilities.  By  J.  C.  Stuart.  R,  R.  Gaz., 
June  15,  1906. 

Square  Roundhouse.  By  G.  P.  Nichols.  Proceedings,  West- 
ern Railway  Club,  Feb.,  1904.  Ry.  Age,'  Feb.  19,  1904. 

Shop  Management,  Organization  and  Methods.  By  H.  A. 
Lyddon.  Proceedings,  North  West  Railway  Club,  March,  1904. 
ky.  Rev.,  May  14,  1904. 

Shop  Management.  By  F.  A.  Parkhurst.  Proceedings,  New 
England  Railroad  Club,  Dec.,  1904.  Ry.  Rev.,  Feb.  25,  1905. 

Modern  Shop  Design.  By  A.  Prengle.  Proceedii  gs,  Canadian 
Society  of  Civil  Engineers,  Nov.,  1903.  Ry.  Rev.,  Jan.,  1904. 


A  Plan  for  Maintaining  Railroad  .Machinery.  By  M.  K.  Bar- 
num.  Proceedings,  w  estern  .Railway  Club,  May,  1905.  Am. 
Eng.,  April,  1905. 

Track  Arrangements  in  Locomotive  Shops.  By  C.  A.  Seley. 
Am.  Eng.,  June,  1904. 

Method  of  Heating  and  Ventilating  Roundhouses.  Proceed- 
ings, American  Railway  Master  Mechanics'  Association,  1905. 

Locomotive  Terminal  Facilities  and  Methods  of  Handling  Car 
Scrap  and  Usabie  Material.  Proceedings,  Master  Car  Builders- 
Association,  1906. 


Name  of  Periodical.  Abbreviation. 

American   Engineer  and   Railroad  Journal Am.   Eng. 

Engineering  News      Eng    News 

Engineering  Record   Eng.  Rec 

Locomotive  Engineering   LOC.   Eng. 

Railroad  Gazette   R    R    Qaz 

Railway  Age  Ry   Age 

Railway  Engineering  and  Maintenance  of  Way Ry.   Eng. 

Railway  Master  Mechanic   Ry.  M.   M 

Railway  and  Engineering  Review  Ry.  Rev. 


INDEX 


Atchison,  Topeka  &  Santa  Fe  Ry.  at  La  Junta. 

blacksmith  shop  80 

oil   house    184 

roundhouse    213 

storehouse    178 

Atchison,  Topeka  &  Santa  Fe  Ry.  at  Shopton. 

oil    house    -. 183 

store   house    183 

Atchison,  Topeka  &  Santa  Fe  Ry.  at  Topeka. 

blacksmith  shop   81,  91 

layout    14,  27,  56 

power  plant    150,  151,  158 

Atlantic  Coast  Line  Ry.  at  Waycross. 

cross  section  of  roundhouse  216 

Baltimore  &  Ohio  R.  R. 

ash    pits    . .  226 

inspection    pits    226 

layout  of  locomotive  terminal  at  Baltimore 206 

layout  of  locomotive  terminal  at  Holloway 206 

layout  of  locomotive  terminal  at  Washington 206 

Big   Four  Ry.  at  Indianapolis. 

layout    16,  32 

locomotive    shop    63 

Bibliography    235-238 

Blacksmith    shop    74-91 

arrangement   of   equipment    77 

blast    77 

construction    75 

crane    service    75 

doors   for  distribution  of  material 75 

equipment  lists    78-79 

floor    75 

fuel    for    furnaces    76 

furnace    equipment    77 

hand    forges     76 

height  from  floor  to  roof  truss 75 

layout     74 

location    11,   74 

methods   of   operation    77 

size    74 

ventilation    and    light    76 

Atchison.  Topeka  &  Santa  Fe  Ry.  at  La  Junta 80 

Atchison.  Topeka  &  Santa  Fe  Ry.  at  Topeka 81.  91 

Buffalo.   Rochester  &  Pittsburg  Ry.  at  Du  Bois 91 

Canadian    Pacific  Ry.   at   Angus 83.   86 

Chicago  &  Eastern   Illinois  at  Danville 80 

Chicago  Great  Western  Ry.  at  Oelwein 87 

Chicago.   Milwaukee  &   St.   Paul  Ry.  at   Milwaukee 89 

Chicago.   Rock  Island  &   Pacific   Ry.  at   Silvis 82,  87 

Delaware.  Lacka wanna  &  Western  R.  R.  at  Scranton.  .85.  90 
Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood.  .84.  88 

Louisville  &  Nashville  R.  R.  at  South  Louisville 83.  90 

Pennsylvania   R.   R.   at  Olean 80.   86 

Pennsylvania  R.  R.  at  Trenton 91 

Philadelphia  &  Reading  Ry.  at  Reading 88 

Pittsbur?  &  Lake  Erie  R.   R.  at  McKees  Rocks 84.  90 

Termnial  R.  R.  Assn.  of  St.  Louis  at  E.  St.  Louis 87 

Boiler  shop   Csee  Locomotive  shop)    37 

machine    tools     50 

Buffalo.  Rochester  &  Pittsburg  Ry.  at  Du  Bois. 

blacksmith    shop     91 

layout     15.    25 

locomotive  shop    54 

Canadian   Pacific   Ry.   at  Angus. 

blacksmith   shop    83.   86 

foundrv    .  .  .'.127.    131.  133 


electrical  distribution    49 

freight  car  shop 94,  101 

layout    15,  29 

locomotive  shop   58,  70,  71 

passenger  car  shops   116 

planing    mill    125 

power  plant  154,  166,  167 

scrap  platform 189 

storehouse  179 

Central  R.  R.  of  New  Jersey  at  Elizabethport. 

layout  18,  88 

Chicago  &  Eastern  Illinois  Ry.  at  Danville. 

blacksmith    shop    80 

layout   18,  86 

locomotive    shop    55,  67 

Chicago  &  Northwestern  Ry.  layout  at  Chicago 14 

roundhouse  at   Clinton    209 

Chicago  &  Western  Indiana  Ry.  layout  of  locomotive  termi- 
nal   at    Chicago 207 

Chicago,  Burlington  &  Quincy  Ry.  layout  at  Hannibal 24 

Chicago  Great  Western  Ry.  'at  Oelwein. 

blacksmith  shop   87 

layout  23 

locomotive    shop    54,    66 

planing    mill    124 

Chicago,  Hamilton  &   Dayton  R.  R. 

cross   section  of  engine  house Z16 

Chicago,  Milwaukee  &  St.  Paul  Ry.  at  Milwaukee. 

blacksmith  shop   89 

foundry    (wheel)     132.133 

power  plant  156,  163 

Chicago,  Rock  Island  &  Pacific  Ry.  at  Silvis 

blacksmith    shop    82,    87 

layout  i •. .  18,  30 

locomotive  shop   60,  72,  73 

power  plant    155,   162 

store   house    179 

Geveland.  Cincinnati,  Chicago  &  St.  Louis  Ry.  at  Indianapolis. 

layout    16,  32 

locomotive    shop    63 

Classification  of  railway  shops 12 

Colorado  &  Southern  Ry.  layout  at  Denver 24 

Contents    3 

Delaware  &  Hudson  R.  R.  at  Oneonta. 

cross  section  of  roundhouse   211 

drop  pits    222,  223 

layout  of  locomotive  terminal    210 

Delawa'e.'  Lackawanna  &  Western  R.  R.  at  Kingsland. 

passenger  car   and   paint   shop Ill 

Delaware,  Lackawanna  &  Western  R.  R.  at  Scranton  (car) 

blacksmith   shop    85,   90 

freight  car  shop   94,  102,  103 

layout    20.  35 

oil    house    182,    183 

planing   mill    122.  125 

Delaware.    Lackawanna   &    Western    R.    R.    at    Scranton    (loco- 
motive). 

layout   33 

locomotive    shop    62 

Denver  &  Rio  Grande  R.  R.  at  Pueblo. 

cross  section  of  ro-mdhouse    215 

plan   of  roundhouse    217 

roundhouse  pits    222 

Electrical    distribution,   systems    » 45 

alternating   current    48 

doub'e   commutator  motors    .  .   47 


230 


240 


RAILWAY  SHOP  UP  TO  DATE 


multi-voltage    46 

speed   variation  by  field   control 48 

Electrical  Equipment. 

flexibility  in  general  layout    10 

El  Paso  &  Southwestern  Ry.  at  El  Paso. 

cinder  pits    227 

Erecting  pits,  number   38 

Erecting  shop   (see  Locomotive  shop)    38 

Erie  R.  R. 

layout  of  locomotive  terminal  at  Hammond 210 

standard   roundhouse   cross   section    211 

roundhouse  plan    218 

Foundry     126-139 

building,   gray   iron    126 

charging  floor  128 

crane    service    127 

cupolas  128 

disposition   of   work    128 

industrial  tracks   128 

list  of  foundries  at  railway  shops   126 

location    : 11,  127 

pattern   shop    128 

systems  on  Canadian  Pacific  Ry.  at  Angus 131 

wheel    129 

wheel.  Canadian  Pacific  Ry.  at  Angus 129 

wheel,  Chicago,  Milwaukee  &  St.  Paul  Ry.  at  Milwaukee.  129 

wheel,  Pennsylvania  R.  R.  at  South  Altoona 130 

Canadian  Pacific  Ry.  at  Angus : . .  133 

Chicago,  Milwaukee  &  St.  Paul  Ry.  at  Milwaukee. .  .132,  133 

Louisville  &  Nashville  R.  R.  at  South  Louisville 134 

Philadelphia  &  Reading  Ry.  at  Reading 135 

Pennsylvania  R.  R.  at  South  Altoona 136,  137,  138,  139 

Freight  car  shop 92-106 

building 92 

industrial    tracks    93 

location    10,  92 

methods  of  operation  ; 93 

repair   yards    98 

track    arrangement    92 

Big  Four  Ry.  at  Indianapolis  97 

Canadian  Pacific  Ry.  at  Angus 94,  101 

Cleveland,  Cincinnati,  Chicago  &  St  Louis  Ry.  at  Indianapolis 

97 

Delaware,  Lackawanna  &  Western  R.   R.  at  Scranton. . 

94,    102,  103 

Illinois  Central  R.  R.  at  Burnside 100,  102 

Louisville  &  Nashville  R.  R.  at  South  Louisville.  .96,  103,  104 
New  York.  New  Haven  &  Hartford  R.  R.  at  Readville..  96 

Pittsburg  &  Lake  Erie  R.  R.  at  McKees  Rocks 

97,  100,  105,  106 

St.     Louis,    Iron     Mountain     &    Southern     Ry.     at     Baring 

Cross 101 

Wabash   R.   R.  at  East  Decatur 97 

Wisconsin  Central  Ry.  at  Fond  du  Lac 100,  102 

Grand  Trunk  Ry.  at  Battle  Creek. 

layout   .' 33 

locomotive   shop    62 

Great   Northern   Ry.  scrap  platform  at   St.    Paul 181 

Illinois  Central  R.  R.  at  Burnside. 

freight  car  shop   100.  102 

layout 13 

paint  •  shop    113 

planing  mill   123 

storehouse  180 

Introductory  7 

Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood. 

blacksmith    shop 84,   88 

layout   28 

layout   at  locomotive   terminal    209 

locomotive    shop    57 

oil    house    .  ..184 


paint   shop    114 

passenger   car   shop    114 

power  plant  152,  153,  161 

scrap  platform    igi 

storehouse     190-194 

Lake  Shore  &  Michigan  Southern  Ry.  at  Elkhart. 

boiler  washing  system   223 

cross  section  of  roundhouse   214 

layout  at  locomotive  terminal 208 

section   of   engine   pit    223 

Layout 9.35 

access    to    shops    9 

blacksmith  shop   n 

classification   of   railway   shops    12 

compactness  provided  by  single  transfer  table 9 

distribution   of   material    12 

electrical  powef  in  providing  flexibility 10 

evolution  of  old  shops    13 

flexibility  provided  by  electrical  power 10 

foundry    n 

freight  car  shop    10 

governing  conditions  9 

grouping   of   buildings    9 

locomotive    shop    10 

lumber  yard n 

passenger  car  shops   10 

planing    mill    n 

roundhouse  n 

scrap  department   n 

storehouse    10 

Atchison,  Topeka  &  Santa  Fe  Ry.  at  Topeka 14,  27,  56 

Big  Four  Railway  at  Indianapolis   16,  32 

Buffalo,  Rochester  &  Pittsburg  Ry.  at  Du  Bois 15,  25 

Canadian  Pacific  Ry.  at  Angus 15,  29 

Central  R.  R.  of  New  Jersey  at  Elizabethport 18,  26 

Chicago  &  Eastern  Illinois  Ry.  at  Danville 18,  26 

Chicago  &  Northwestern  Ry.  at  Chicago 14 

Chicago,  Burlington  &  Quincy  Ry.  at  Hannibal 24 

Chicago  Great  Western  Ry.,  at  Oelwein 23 

Chicago,  Rock  Island  &  Pacific  Ry.  at  Silvis 18,  30 

Cleveland,   Cincinnati,  Chicago   &   St.   Louis   at   Indian- 
apolis  16,  32 

Colorado  &  Southern  Ry.  at  Denver. 34 

Delaware,   Lackawanna  &  Western   R.   R.   at   Scranton 

(car)    20,  35 

Delaware,    Lackawanna   &   Western    R.    R.    at   Scranton 

(locomotive)    33 

Grand  Trunk  Ry.  at  Battle  Creek   33 

Illinois  Central  R.  R.  at  Burnside 13 

Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood 28 

Louisville  &  Nashville  R.  R.  at  South  Louisville 17,  31 

Missouri,  Kansas  &  Texas  Ry.  at  Sedalia 34 

New  York,  New  Haven  &  Hartford  R.  R.  at  Readville .  19,  34 
Philadelphia,   Baltimore   &   Wilmington   R.    R.   at   Wil- 
mington      29 

Pittsburg  &  Lake  Erie  R.  R.  at  McKees  Rocks 15,  25 

St.  Louis,  Iron  Mt.  &  Southern  Ry.  at  Baring  Cross....  23 
Wabash  R.   R.  at  East  Decatur 21,  35 

Lehigh  Valley  R.  R.  locomotive  shop  at  Sayre 59,  69 

Louisville  &  Nashville  R.  R.  at  South  Louisville. 

blacksmith    shop    83,   90 

foundry    134 

freight  car  shop  92,  102,  103 

layout    17,   31 

locomotive  shop    61,   69 

passenger  car  shop   112 

planing  mill   121,   122 

power    plant    '. 156 

Locomotive   shop    36-73 

aisle  space   43 

alternating  current  system    48 


INDEX 


241 


arrangement  of  erecting  pits  38 

area  of  erecting  floor  42 

area  of  machine  floor  42 

boiler  department  37 

building  36 

double  commutator  motors   47 

electrical    distribution    45 

electrical  distribution  at  Angus,  C.  P.  Ry 49 

erecting  bay,  width  40 

erecting   floor,   area    ." 42 

erecting  floor,  proportion  of  area  to  machine  floor 42 

erecting  pits,  arrangement   38 

erecting  pits,  number  38 

equipment  lists  65,  66,  68,  70,  71,  72,  73 

floor  space  per  machine    43 

grouping    of   machines    43 

location  in  general  layout 10 

location   of  boiler  department    37 

machine  bay    41 

machine  floor,   area 42 

machine  floor,  proportion  of  area  to  erecting  floor 42 

machine  floor  space   43 

machine   grouping    43 

machine  tool   equipment   51 

machine  too's,  number    50 

multi-voltage    system    46 

number  of  erecting  pits   38 

number  of  machine  tools   50 

proportion  of  departments    37 

relative  areas  of  erecting  and  machine  floors 42 

sanitary    requirements    45 

size    40 

speed  variation  obtained  by  field  control 48 

storage  of  dismantled  parts   44 

storage  of  locomotive  skeletons  38 

systems  of  electrical  distribution  45 

width  of  erecting  bay  40 

Atchison,  Topeka  &  Santa  Fe  Ry.  at  Topeka 56 

Big  Four  Ry.  at   Indianapolis 63 

Buffalo,  Rochester  &  Pittsburg  Ry.  at  Du  Bois 54 

Canadian  Pacific  Ry.  at  Angus 58,  70,  71 

Chicago  &  Eastern  Illinois  R.  R.  at  Danville 55,  67 

Chicago  Great  Western  Ry.  at  Oelwein 54,  66 

Chicago,  Rock  Island  &  Pacific  Ry.  at  Silvis 60,  72,  73 

Cleveland,  Cincinnati,  Chicago  &  St.  Louis  Ry.  at  Indian- 
apolis      63 

Delaware,  Lackawanna  &  Western  R.  R.  at  Scranton 62 

Grand  Trunk  Ry.  at  Battle  Creek 62 

Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood 57 

Lehigh  Valley  R.  R.  at  Sayre 59,  69 

Louisville  &  Nashville  R.  R.  at  South  Louisville 61,  69 

Pere  Marquette  R.  R.  at  Grand  Rapids 57,  65 

Pittsburg  &  Lake  Erie  R.  R.  at  McKees  Rocks 55,  68 

St.    Louis,   Iron   Mountain   &   Southern    Ry.    at   Baring 

Cross 54,  64 

Terminal  R.  R.  Assn.  of  St.  Louis,  at  E.  St.  Louis 56,65 

Union  Pacific  R.  R.  at  Omaha 55 

Lumber  yard. 

location   in  general   layout 11 

Machine  shop  (see  Locomotive  shop) 41 

Machine  tool  equipment  for  the  locomotive  shop. 

machine  tools  for  1,  12,  15,  24,  48  erecting  pits 

51-53,  65,  66,  68,  70-73 

boring  mills    51-53 

drills    51-53 

grinders    51-53 

lathes    '. 51-53 

millers    51-53 

miscellaneous   51-53 

planers    51-53 


shapers  51-53 

slotters   51-53 

Missouri,   Kansas  &  Texas  Ry.  roundhouse  heating  system 

at  Parsons   219 

layout  at  Sedalia  34 

Missouri  Pacific  Ry.  at  Sedalia. 

passenger  car  and  paint  shop Ill 

planing  mill   122 

New  York  Central  &  Hudson  River  R.  R.  at  West  Albany. 

scrap  platform    196 

storehouse   195 

New  York  Central  &  Hudson  River  R.  R.  at  De  Witt. 

layout  of  locomotive  terminal 205 

New  York,  New  Haven  &  Hartford  R.  R.  layout  at  Read- 

ville   19,  34 

New  York,  Ontario  &  Western  Ry.  at  Middletown. 

heating   system   in   roundhouse 218 

paint  shop   110,  116 

Oil  house    175 

building   176 

delivery 176 

location    175 

Atchison,  Topeka  &  Santa  Fe  Ry.  at  La  Junta 184 

Atchison,  Topeka  &  Santa  Fe  Ry.  at  Shopton 183 

Delaware,  Lackawanna  &  Western  R.  R.  at  Scranton .  182, 183 
Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood ....  184 

Paint    manufacture     109 

Passenger  car  shops  107-116 

Passenger    coach    and    paint    shops 107-116 

building 107 

fire  protection    109 

floor    109 

location   10,  107 

natural    lighting    107 

scaffolds    109 

track  arrangement  107 

transfer  table  operation  108 

transfer  table   service    108 

truck  repairs   109 

Canadian  Pacific  Ry.  at  Angus 116 

Delaware,  Lackawanna  &  Western  R.  R.  at  Kingsland. .  .111 

Illinois  Central  R.   R.  at   Burnside 113 

Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood. .  .114 

Louisville  &  Nashville  R.  R.  at  South  Louisville 112 

Missouri   Pacific  Ry.   at   Sedalia Ill 

New  York,  Ontario  &  Western  Ry.  at  Middletown ..  110,  116 

Pittsburg  &  Lake  Erie  R.  R.  at  McKees  Rocks 109,  115 

Seaboard  Air  Line  Ry.  at  Portsmouth 109 

Wabash  R.  R.  at  East  Decatur  112 

Pattern   shop    128,  135 

Pennsylvania  R.  R.  at  East  Altoona. 

coaling   station    ., 230 

cross  section  of  roundhouse 214 

details  of  engine  pits  and  roundhouse  floor 220 

drop  pits    221,  222 

inspection    pits    225 

layout  at  locomotive  terminal 205 

pneumatic  coal   chute   gate    231 

pneumatic  lifting  door  in  roundhouse 222 

sand  drying  and  storage  plant  231 

track  stop .222 

Pennsylvania  R.  R.  at  Olean. 

blacksmith   shop    80,   86 

Pennsylvania  R.  R.  at  South  Altoona. 

foundries    . . : 136,  139 

Pennsylvania  R.  R.  at  Trenton. 

blacksmith  shop   91 

Pere  Marquette  R.  R.  at  Grand  Rapids. 

coaling  station    233,   234 

cross  section  of  engine  house 216 


242 


RAILWAY  SHOP  UP  TO  DATE 


locomotive    shop    57,    65 

Philadelphia  &  Reading  Ry.  at  Reading. 

blacksmith  shop   88 

coaling  station    227 

foundry    135 

power  plant    152,   162 

Philadelphia,  Baltimore  &  Wilmington  R.  R.  layout  at  Wil- 
mington     29 

Pittsburg  &  Lake  Erie  R.  R.  at  McKees  Rocks. 

blacksmith   shop    84,   90 

boiler    washing   system    224 

coaling  station   228,  229 

cross  section  of  roundhouse  212 

freight  car  shop 97,  100,  105,  106 

layout 15,  25 

locomotive  shop   55,  68 

paint  shop    109,  115 

power  plant    149,   159,    165 

sand  handling  station  230 

Planing  mill  117-125 

arrangement  of  machines   .- 118 

building   117 

distribution  of  material   118 

equipment   lists    119-121 

floors     118 

location 11,  117 

machine    arrangement    118 

natural  lighting  117 

shavings  exhaust  systems  118 

Canadian  Pacific  Ry.  at  Angus   125 

Chicago  Great  Western  Ry.  at  Oelwein 124 

Delaware,  Lackawanna  &  Western  R.  R.  at  Kingsland . .  124 
Delaware,  Lackawanna  &  Western  R.  R.  at  Scranton.122,  125 

Illinois  Central  R.  R.  at  Burnside 123 

Louisville  &  Nashville  R.  R.  at  South  Louisville 121,  122 

Missouri  Pacific  Ry.  at  Sedalia 122 

Wabash  R.   R.   at  East  Decatur 123,  124 

Power  plant   140-169 

boilers    144 

boiler    pressure 144 

building    140 

chimneys    144 

coal  and  ash  handling  equipment 141-144 

data  148 

diagrams  of  power  distribution 165-169 

distribution   of  electric  power 147 

draft    systems    145.  146 

economizers    146 

electric    current    147 

engine  equipment 146 

gas    engines    147 

location    140 

mechanical   draft    145 


.146 


piping   

steam   turbines    146 

stokers    144 

turbine   146 

Atchison,  Topeka  &  Santa  Fe  Ry.  at  Topeka . . .  150,  151,  158 

Canadian   Pacific  Ry.   at  Angus 154,  166,  167 

Chicago  &  Eastern  Illinois  R.  R.  at  Danville. .  .150,  160,  168 
Chicago,  Milwaukee  &  St.  Paul  Ry.  at  Milwaukee. .  .156,  163 

Chicago,  Rock  Island  &  Pacific  Ry.  at  Silvis 155,  162 

Lake    Shore    &    Michigan     Southern    Ry.    at     Collin- 

wood  152,  153,  161 

Louisville  &  Nashville  R.  R.  at  South  Louisville 156 

Pennsylvania  R.  R.  at  Clean 157,  164 

Pere  Marquette  R.  R.  at  Grand  Rapids 157,  164,  169 

Philadelphia  &  Reading  Ry.  at  Reading 152,  162 

Pittsburg  &  Lake  Erie  R.  R.  at  McKees  Rocks.  .149,  159,  165 
St.   Louis,   Iron    Mountain    &    Southern   Ry.   at   Baring 
.   Cross 149,  158 


Preface    5 

References  to  articles  descriptive  of  railway  shops 235-238 

Roundhouse    197-234 

ash    pits    225,  226,  227 

boiler    washing   systems 203,  223,  224 

cinder   pit    199,  225,  226,  227 

coaling  station   198,  227-234 

construction   199 

crane  service   202 

cross  section   200,  21],  216 

cross  section,  A.  T.  &  S.  F.  Ry.  at  La  Junta 213 

cross  section,  A.  C.  L.  R.  R.  at  Waycross 216 

cross  section,  B.  &  O.,  Standard 211 

cross  section,  C.  H.  &  D.  R.  R 216 

cross  section,  D.  &  H.  R.  R.  at  Oneonta 211 

cross  section,  D.  &  R.  G.  R.  R.  at  Pueblo 215 

cross  section,   Erie  R.   R.,   Standard 211 

cross  section,  L.  S.  &  M.  S.  Ry.  at  Elkhart 214 

cross  section,  P.  R.  R.  at  East  Altoona 214 

cross  section,  Pere  Marquette  R.  R.  at  Grand  Rapids...  .216 

cross  section,  P.  &  L.  R  R.  R.  at  McKees  Rocks 212 

cross  section,  Southern  Ry.  at  Inman  Yard 212 

cross  section,  Terminal  R.  R.  Assn.  of  St.  Louis  at  East 

St.   Louis    213 

cross  section,  Wabash  R.  R.  at  Landers 212 

doors   201,  222 

drop  pits   221,  222,  223 

engine  house,  rectangular  209,  216 

engine  pits  220 

floors    .• 202 

heating  201 

heating  system,  M.  K.  &  T.  Ry.  at  Parsons 219 

heating  system,  N.  Y.  O.  &  W.  Ry.  at  Middletown 218 

heating  system,  P.  R.  R.  at  East  Altoona 218 

inspection   pit    199,  225,  226 

layout   197,  205,  210 

layout,  B.  &  O.  R.  R.  at  Baltimore 206 

layout,  B.  &  O.  R.  R.  at  Holloway 206 

layout,  B.  &  O.  R.  R.  at  Washington 206 

layout,  C.  &  N.  W.  Ry.  at  Clinton 209 

layout,  C.  &  W.  I.   Ry.  at  Chicago 207 

layout,  D.  &  H.  R.  R.  at  Oneonta 210 

layout,  Erie   R.    R.   at   Hammond 210 

layout,  L.  S.  &  M.  S.  Ry.  at  Collinwood 209 

layout,  L.  S.  &  M.  S.  at  Elkhart 208 

layout,  N.  Y.  C.  &  H.  R.  R.  R.  at  DeWitt 205 

layout,    P.  R.  R.  at  East  Altoona 205 

layout,  Southern  Ry.  at  Inman  Yard 207 

layout,  Terminal  R.  R.  Assn.  of  St.  Louis  at  St.  Louis... 209 

lighting    200 

location    11 

piping  203 

pits    201,   220,   222,  223 

plan,  B.  &  O.  R.  R 217 

plan,  D.  &  R.  G.  R.  R.  at  Pueblo 217 

plan,  Erie  R.  R 218 

plan,  Southern  Ry.  at  Atlanta 217 

sand  house  198 

sand  plant  230,  231,  233,  234 

smoke    jacks    203 

stand   pipe    199 

storage  tracks   199 

track  stop   203,  222 

turntable    199 

ventilation    201 

St.  Louis,  Iron  Mountain  &  Southern  Ry.  at  Baring  Cross. 

freight   car   shop    101 

locomotive  shop  54,  64 

power    plant     149,  158 

Scrap   173.  181.  ISO.  196 


INDEX 


243 


Scrap  department. 

location  in  general  layout 11 

Scrap  platform. 

Canadian  Pacific  Ry.  at  Angus 189 

Great  Northern  Ry.  at  St.  Paul 181 

Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood 181 

New  York  Central  &  Hudson  River  R.  R.  at  W.  Albany.  .196 

Seaboard  Air  Line  Ry.  at  Portsmouth. 

passenger  car  shop  109 

Southern  Ry. 

cinder  pits    227 

coaling  plant  at  Inman  Yard 228 

cross  section  of  roundhouse  at  Inman  Yard 212 

engine  pits   220 

layout  at  Inman  Yard 207 

Storehouse    170-196 

bolster  storage    « 189 

bolt  storage   18C 

bolt    transportation 192 

brass  room   : 185 

building    171 

car    casting    bins 187 

crane    service    173,    185,    189,    196 

interior   arrangement    172 

iron    storage     186,    189 

location  10,  171 

lumber  storage   188 

paint  stock   193 

platform  served  by  crane 185 

rack  for  storing  tubes 185 

rod  storage 186 

scrap  173 

shelves,  unit  system 190,  191 

transportation  of  material 185,  187,  192 

wheel  storage 188 

turn  table  for  distribution  tracks 185 


Atchison,  Topeka  &  Santa  Fe  Ry.  at  Lajuiita 178 

Atchison,  Topeka  &  Santa  Fe  Ry.  at  Shopton 183 

Canadian  Pacific  Ry.  at  Angus 179 

Chicago,  Rock  Island  &  Pacific  Ry.  at  Silvis 179 

Illinois  Central  R.  R.  at  Burnside 180 

Lake  Shore  &  Michigan  Southern  Ry.  at  Collinwood.  190- 194 
New  York  Central  &  Hudson  River  R.  R.  at  West  Albany.  195 
St.  Louis,  Iron  Mountain  &  Southern  Ry.  at  Baring  Cross.  177 

Terminal  R.  R.  Assn.  of  St  Louis,  at  East  St  Louis 179 

Union  Pacific  Ry.  at  Omaha 180 

Wabash  R.  R.  at  East  Decatur 177 

Terminal  R.  R.  Assn.  of  St.  Louis  at  East  St  Louis 

blacksmith  shop   87 

cross  section  of  roundhouse 213 

locomotive  shop  56,  65 

storehouse  179 

Terminal  R.  R.  Assn.  of  St.  Louis  at  St.  Louis 

,    coaling  station  232 

layout  of  locomotive  terminal 209 

Transfer  table 

access  to  shops 9 

compactness  provided  9 

effect  on  layout 9 

Union  Pacific  R.  R.  at  Omaha 

locomotive  shop  55 

storehouse  i$0 

\Vabash  R.  R.  at  East  Decatur 

freight  car  shop 97 

layout    21,  35 

passenger  car  shop  112 

planing   mill    ; 123,  124 

Wabash  R.  R.  at  Landers 

cross   section  of  roundhouse 212 

Wisconsin  Central  Ry.  at  Fond  flu  Lac 

freight  car  siiop  100.  102 


Index  to  Advertisers 


Acme  Machinery  Co.,  The  48 

Ajax  Mfg.  Co.,  The  38 

American  Balance  Valve  Co 21 

American  Valve  &  Meter  Co 22 

Armstrong  Bros.  Tool  Co.  . . .  T : . . .     7 

Armstrong  Mfg.  Co.,  The   43 

Baldwin  Steel  Co 70 

Baeder,  Adamson  &  Co 29 

Becker-Brainard  Milling  Machine  Company 74 

Beckwith-Chandler  Co 29 

Bentel  &  Margedant  Co 29 

Best  American  Calorific  Company,  W.  N 71 

Bettendorf  Axle  Co 61 

Bowser,  S.  F.  &  Co.,  Inc 65 

Buffalo  Brake  Beam  Co 18 

Bullard  Machine  Tool  Co.,  The   80 

Case  Mfg.  Co.,  The 48 

Chambersburg  Engineering  Co 46 

Chester  Steel  Castings  Co 63 

Cincinnati  Punch  &  Shear  Co.,  The '. 45 

Cleanola  Co.,  The  11 

Cleveland  City  Forge  &  Iron  Co ; 39 

Cleveland  Punch  &  Shear  Works  Co.,  The 69 

Coates  Clipper  Mfg.  Company  78 

Coes  Wrench  Co 47 

Columbia  Nut  &  Bolt  Co.,  Inc 63 

Cooper  Hewitt  Electric  Co 64 

Crandall    Publishing    Co 79 

Crockett  Co.,  The  David  B 10 

Detroit  Graphite  Mfg.  Co 23 

Diamond  Saw  „&  Stamping  Works  60 

Drake  &  Wiers  Co 63 

Duff  Manufacturing  Co 16 

Ellis-Chalmers  Co 29 

Faessler  Mfg.  Co.,  J 61 

Farlow  Draft  Gear  Co 11 

Flannery  Bolt  Co 59 

Foote-Burt  Co.,  The   34-35-36-37 

Franklin  Manufacturing  Co 56 

Galena-Signal  Oil  Co 64 

Garvin  Machine  Co.,  The  40 

Geometric  Tool  Co.,  The  43 

Globe  Ventilator  Co 13 

Gould    Coupler    Co 52 

Gould  Storage  Battery  Co 53 

Greenlee  Bros.  &  Co 50 

Hanna  Mfg.  Co.,  The   19 

Heath  &  Milligan  Mfg.  Co 13 

Henderer's  Sons,  A.  L 17 

Holmes  Metallic  Packing  Co 29 

Homestead  Valve  Mfg.  Co 63 

Indianapolis  ^Switch  &  Frog  Co.,  The 64 

Jefferson  Union   Co 62 

Kolesch  &  Co 11 

Landis  Machine  Co 22 


Landis  Tool   Co 4S 

Lucas  &  Co.,  John 24 

Macleod  &  Co.,  Walter  9 

Marston  Co.,  J.  M 64 

McConway  &  Torley  Co.,  The   58 

McCord  &  Co 60 

McCroskey  Mfg.  Co.,  The  F.  B 49 

Mclnnes  Steel  Co.,  Ltd 25 

McKim  &  Co.,  John    2S 

Merrell  Mfg.  Co.,  The ". 49 

Metal  Plated  Car  &  Lumber  Co 20 

Milton  Manufacturing  Co 20- 

Nathan  Manufacturing  Co 18 

National  Machinery   Co.,  The    46 

National  Malleable  Castings  Co 11 

National  Oil  Pump  &  Tank  Co 78 

New  Jersey  Zinc  Co.,  The  15 

Nicholson  File  Co 13 

Nichols,  Geo.  P.,  &  Bro 17 

Parrott  Varnish   Co 12 

Parkhurst  &  Wilkinson  Co 55 

Pittsburg  Crushed  Steel  Co 6 

Pittsburg  Spring  &  Steel  Co 49 

Prentiss  Tool  &  Supply  Co 76 

Purchasing  Agents'  Buying  List   72 

Queen  City  Machine  Tool  Co 12 

Railway   Master   Mechanic    75 

Railway    Materials    Co.    The    9-11-12-17-18-28-63-78 

Ralston  Steel  Car  Co.,  The  59 

Rockwell  Engineering  Co 77 

Ronceray,  E 20 

St.  Louis  Surfacer  &  Paint  Co 67 

Safety  Car  Heating  &  Lighting  Co.,  The  57 

Sellers,  William  &  Co.,  Inc 41 

Sight  Feed  Oil  Pump  Co 18 

Slocomb  &  Co.,  F.  F.,  Inc 17 

Smith  Machine  Co.,  H.  B 51 

Smith  Foundry  Supply  Co.,  J.  D 9 

Standard  Tool  Co.,  The  20-24-26-28 

Starrett  Co.,  L.  S 44 

Stockbridge  Machine  Co 42 

Stoever  Foundry  &  Mfg.  Co 8 

Stowell  Mfg.  Co 54 

Underwood  &  Co.,  H.  B 49 

Vanduzen  Co.,  The  E.  W 73 

Van  Nostrand  Co..  D 27 

Vulcan  Iron  Works 60 

Warner  &  Swasey  Co.,  The  30-31-32-33 

Watson-Stillman  Co.,  The  19 

Wells  Light  Mfg.  Co H 

Western  Tool  &  Mfg.  Co 17 

Whiting    Foundry    Equipment    Co 68 

Williams  Tool  Co : 12 

Wolfe  Brush  Co.   .  .   13 


RAILWAY  SHOP  UP  TO  DATE 


WE  PUBLISH 

Railway    Master   Mechanic 
Railway  Shop  Up  To  Date 
Modern   Machinery 
Railway   Engineering 

Purchasing  Agents  Buying  List 


Covering    the    Railway    and 
Machinery  Manufacturing  Field 


Crandall  Publishing  Co. 

CHICAGO:     510  Security  BIdg. 
NEW  YORK:     132  Nassau  St. 


Subscription    and     Advertising     Rates     on     Request. 


Buyers'  Guide 


DIAMOND  STEEL  EMERY 

A  RAILROAD  SHOP  NECESSITY 

PITTSBURGH  CRUSHED  STEEL  CO.,  Pittsburgh,  Pa. 


For  Grinding  Steam  and 
Air  Joints 

CUTS    BUT 

NEVER     BREAKS 


Abrasives. 
Baeder,   Adamson   &   Co.,   Philadelphia, 

Pa. 
Pittsburg  Crushed  Steel  Co.,  Pittsburg, 

Pa. 

Acetylene  Headlights. 

Macleod    &    Co.,    Walter,    Cincinnati.    O. 
Acetylene   Torches  for   Outdoor   Work. 

Macleod  &  Co.,  Walter,  Cincinnati,  O. 
Accumulators,    Hydraulic. 

Watson-Stlllman   Co.,   New   York. 
Adjustable   Reamers. 

McCrosky,    F.    B.    Mfg.    Co.,    Meadville, 

Pa. 
Air  Hoists. 

Whiting  Foundry  Equipment  Co.,   Har- 
vey, 111. 

Air  Compressors. 
Air  Hose  Couplers. 

Safety  Car  Htg.  &  Ltg.  Co.,  New  York. 
Arch    Bar    Drill    Presses. 

Foote-Burt  Co.,   Clevfeland,   O. 
Architects  and   Draftsmen's  Supplies. 

Kolesch    &   Co.,   New  York. 
Asbestos    Coverings   and    Supplies. 

Franklin   Mfg.   Co.,    Franklin,    Pa. 
Asbestos   Roofing   Slates. 

Franklin    Mfg.    Co.    Franklin,    Pa. 
Asbestos    Sheathing. 

Franklin    Mfg.    Co.    Franklin,    Pa. 
Asphalt    Roofing. 

Stowell  Mfg.   Co.,  Jersey  City.   N.   J. 
Automatic   Gear  Cutting    Machines. 

Becker-Brainard    Milling    Machine    Co.. 

Hyde    Park,    Mass. 
Automatic   Pin   Drilling   Machines. 

Ajax   Mfg.    Co.,   Cleveland,    O. 
Automatic    Water   Columns. 

American  Valve  &  Meter  Co.,  Cincinna- 
ti, O. 
Axles. 

Ajax   Mfg.   Co..    Cleveland,    O. 

Cleveland  City  Forge  &  Iron  Co.,  Cleve- 
land,   O. 

Gould  Coupler  Co.,   New  York. 

Mclnnes  Steel  Co.,  Corry,  Pa. 
Axle  Lathes. 

Sellers    &    Co.,    Wm.,    Philadelphia.    Pa. 
Axle   Machines.  . 

Ajax   Mfg.    Co.,    Cleveland   O. 
Axle   Stralghteners. 

Watson-Stillman  Co.,  New  York,   N.   Y. 
Babbitt   Metals. 

Vanduzen   Co..  E.  W..   Cincinnati.  O. 
Balance  Main   Valves. 

American    Balance    Valve    Co..     Jersey 

Shore,  Pa. 
Band    Saws. 

American  Wood  Working  Machine   Co., 
New  York. 

Bentel   &   Margedant   Co.,   Hamilton,   O. 

Marston   Co.,  J.  M.,   Boston,   Mass. 

Smith,    H.   B.,   Machine   Co.,    Smithville, 

N.   J. 
Batteries,    Storage,    for   Train    Lighting. 

Gould  Storage  Battery  Co.  New  York. 
Bending,   Boiler  &  Straightening   Rolls. 

Cincinnati  Punch  &   Shear  Co..    Cincin- 
nati,  O. 

Sellers   &   Co.,   Wm.,   Philadelphia,   Pa. 
Blow-off   Valves. 

Homestead   Valve    Mfg.    Co.,    Pittsburg, 

Pa. 
Blue  Print  Papers. 

Kolesch  &  Co.,  New  York. 
Boiler   Lagging. 

Franklin    Mfg.    Co.,    Franklin,    Pa. 
Boiler    Makers  Tools. 

Cincinnati   Punch   &  Shear  Co.,   Cincin- 
nati, O. 

Cleveland    Punch    &    Shear   Works    Co., 

Cleveland,  O. 
Boiler   Rolls. 

Cincinnati   Punch  &   Shear  Co.,   Cincin- 
nati,   O. 
Boiler  &  Pipe  Coverings. 

Franklin   Mfg.   Co.,    Franklin,   Pa. 
Bolsters — Truck  and  Body. 

Bettendorf  Axle   Co.,    Davenport.   la. 
Bolts   and   Nuts. 

Columbia  Nut  &  Bolt  Co.,  Inc.,  Bridge- 
port.   Conn. 

Milton  Mfg.   Co.,   Milton.   Pa. 
Bolt  Cutters   and   Headers. 

Acme  Machinery  Co.,   Cleveland,   O. 

Ajax  Mfg.    Co.,   Cleveland.    O. 

Foote-Burt   Co.,    Cleveland,    O. 

Landis   Mach.   Co.,    Waynesboro,   Pa. 

National    Machinery   Co.,    Tiffin,    O. 

Sellers  &  Co.,  William.  Philadelphia,  Pa. 
Bolt    Drivers. 

Armstrong  Bros.   Tool   Co..   Chicago. 
Bolt   Forging    Machines. 

Acme  Machinery  Co.,   Cleveland  O. 

Ajax  Mfg.   Co.,    Cleveland,   O. 

National    Machinery    Co..    Tiffin,    O. 
Bolt   Pointing   Machines. 

Acme   Machinery  Co.,   Cleveland,    O. 

Foote-Burt  Co..   Cleveland.  O. 

The  National   Machinery  Co.,   Tiffin,    O. 


RAILWAY  SHOP  UP  TO  DATE 


ARMSTRONG 

TOOL    HOLDERS 

will  do  more  work  and  cause  less  trouble  than  any  other  tools  you  can  put  on  your  lathes 
and  planers.  Experience  counts  in  making  tool  holders  just  as  it  does  in  any  other  line, 
yours  for  instance.  It's  easy  for  us  to  make  better  tool  holders  than  anybody  else ;  that's 
been  our  specialty  for  years,  and  it  don't  cost  us  (or  you)  one  cent  extra. 

WE  HAKE  A  COMPLETE  LINE— A  Tool  Holder  for  Every  Operation  on  the 

Lathe  and  Planer 
Cutter  is 
Extra  Large 

and  is   supported    directly 
under  strain  of  cut. 

Our  Patented 
Relieved  Seat 

prevents   chattering    and 

breaking  of  CUttet.  P»t«nt«a  February  28,  1 893,  and  p.ttnt  pending 


Armstrong'   Universal    Ratchet   Drill 


Sectional  View  of 
Head  and  Spindle 


Two  inches  of  motion  at  end  of 
handle,  IN  ANY  DIRECTION, 

will  drive  the  Drill. 


No  lost  mo' ion 
—cuts  fas  t  e  r 
•ban  common 
ratchet.  Write  lor 
special  circular. 


A  Few  of  These 
Ratchets 

in  your  erecting  and  repair  department  will 
repay  their  cost  many  times  in  the  course  of 
a  year.  They  have  a  special  field  of  their 
own  in  which  neither  air  or  electric  drills  nor 
the  common  ratchet  can  compete. 


Drop 
Forged 
Of  Steel 


The  Arm* 
strong 
Improved 
Tool  Post 

FOUR  SIZES 

OUR  improved  Tool  Post 
combines  in  itself  the 
strength  and  holding  power 
of  the  Strap  and  Stub  Tool 
Clan-  p  with  the  convenience 
of  the  "open  side"  and  ordi- 
nary Set  Screw  Tool  Post. 
Write  for  special  circular. 


3 -Bar   Boring'  Tool 


FOUR  SIZES 


Made  Entirely 
of  Bar  Steel 


Increases  production  and  reduces  cost  of  tool  maintainance.  Cut- 
ters cannot  jar  loose.  High  Speeds  and  Big  Feeds  only  set 
them  tighter.  Write  for  special  circular. 


Do    you    •want    our    catalog?      It's    A    Tool    Holder    Encyclopedia. 


Armstrong'  Bros.  Tool  Co. 

129  N.  Francisco  Ave.,  Chicago,  U.  S.  A. 


•The  Tool  Holder 
People." 


iniTATlONS  ARE  UNSATISFACTORY-INFRINGEMENTS  ARE  UNLAWFUL 


RAILWAY  SHOP  UP  TO  DATE 


PIPE  THREADING 
MACHINES 


This  cut  shows  the  No.  6  machine  which  threads 
and  cots  off  from  t  X  in.  to  6  in.  It  has  ten  speeds,* 
two  gripping  chucks,  sliding:  head,  steel  clad  die  head 
and  other  improvements. 


We  have  a  complete  line  of  machines  for  thread- 
ing all  sizes  of  pipe  from  14  to  J2  inches.  Each 
machine  was  designed  with  the  idea  of  getting  the 
work  out  rapidly,  with  as  little  wear  as  possible. 
Hence  we  use  hardened  steel  instead  of  cast  iron  in 
many  places.  To  get  the  work  out  we  give  a  large 
number  of  speeds. 

Our  booklet  explains  matters  clearly.    Send  for  it. 


The  Stoever  Foundry  &  Mfg.  Co. 

MYERSTOWN,   PA. 


BUYERS'  GUIDE— Continued. 

Bolt  Threading   Machines. 

Acme  Machinery  Co.,   Cleveland,  O 

Foote-Burt   Co.,    Cleveland,    O. 

Williams  Tool  Co.,  Erie    Pa 
Books. 

D.   Van  Nostrand  Co.,   New  York. 
Boring    Mills.  • 

Bullard  Machine  Tool   Co.,   Bridgeport, 
Conn. 

Prentiss  Tool  &  Supply  Co.,  New  York 

Sellers  &  Co.,  Wm.,  Philadelphia,   Pa. 
Boring    Machines,    Metal. 

Foote-Burt   Co.,    Cleveland,    O 
Boring   Machines,  Wood. 

American    Wood     Working    Machinery 
Co.,  New  York. 

Bentel  &  Margedant  Co..  Hamilton,  O. 

Greenlee  Bros.   &   Co.,    Chicago. 
Boring   Tools. 

Armstrong  Bros  Tool  Co.,   Chicago,   111 

Western  Tool   &   Mfg.    Co.,   Springfield, 

Brake  Beams.          . 

Buffalo  Brake  Beam  Co.,  Buffalo,  N.  Y 
Brake   Jaws. 

Cleveland  City  Forge  &  Iron  Co.,  Cleve- 
land, O. 
Brake  Shoes. 

Railway  Materials  Co.,   Chicago. 

W.   M.    Simpson,  Chicago. 
Brass   Castings.  , 

Homestead   Valve  Mfg.   Co.,    Pittsburfc, 

Brass   Founders. 
Homestead   Valve   Mfg.    Co.,    Pittsburg, 

Brass   Foundry   Equipment. 
Whiting-  Foundry  Equipment   Co.,   Har- 
vey, 111. 
Brass  Working   Machinery. 

Warner  &   Swasey  Co.   Cleveland,   O. 
Bridge  Paint.  . 

Detroit    Graphite     Mfg.      Co.,      Detroit, 

Mich. 

Heath  &  Milligan  Mfg.  Co..  Chicago. 
Lucas  &  Co.,  John,  Philadelphia,  Pa. 
St.  Louis  Surface  &  Paint  Co.,  St. 

Louis,   Mo. 

Stowell    Mfg.    Co.,    Jersey    City,    N.    J 
Brushes,    Paint. 

McKim,  John  &  Co.,   Philadelphia,   Pa. 
Wolfe  Brush   Co.,   Pittsburg,   Pa. 
Building    Felts   and    Papers. 

Franklin    Mfg.     Co.,     Franklin,     Pa. 
Bulldozers  and  Bending  Machines. 
Ajax   Mfg.    Co.,   Cleveland,    O. 
National   Machinery   Co.,    Tiffin.    O. 
Bumping   Posts.    • 

McCord  &  Co.,  Chicago. 
Canvas    Paints. 
Detroit   Graphite     Mfg.      Co..      Detroit, 

Mich. 

Heath   &  Milligan  Mfg.   Co..    Chicago. 
Lucas     Co.,  John,   Philadelphia,   Pa. 
St.    Louis    Surfacer    &    Paint    Co.,    St. 

Louis,  Mo. 
Car  Axles. 

Cleveland  City  Forge  &  Iron  Co.,  Cleve- 
land, O. 

Gould  Coupler  Co.,  New  York. 
Car  Bolsters. 

Bettendorf    Axle    Co.,    Davenport,    la. 
Car   Cleaner. 

Cleanola  Co..  Allegheny,  Pa. 
Car  Cleaning   Brushes. 

McKim    &   Co.,   John,    Philadelphia,    Pa. 
Car  Couplers. 

Gould  Coupler  Co..   New  York. 
McConway  &  Torley  Co.   Pittsburg,   Pa. 
National  Malleable  Castings  Co.,  Cleve- 
land.  O. 
Car   Forgings. 

Cleveland  City  Forge  &  Iron  Co.,  Cleve- 
land.   O. 
Car  Gaining   Machines. 

(See   Woodworking  Machinery.) 
Car  Heating  and   Car  Heaters. 
Gold  Car  Heating  &  Lighting  Co.,  New 

York. 
Safety    Car    Heating    &    Lighting    Co., 

New  York. 
Car   Lamps. 
Safety    Car    Heating    &    Lighting    Co., 

New   York. 
Car  Lighting. 

Gould  Coupler  Co.,   New  York. 
Safety    Car    Heating    &    Lighting    Co., 

New  York. 
Car  Lighting  Storage  Batteries. 

Gould  Storage  Battery  Co.,  New  York. 
Car  Paints. 

See   Paints. 
Car  Roofing. 

Drake  &   Wiers    Co.,    Cleveland,    O. 
Car   Shop    Machinery. 
American    Wood     Working     Machinery 

Co.,  New  York. 

Be.itel  &  Margedant  Co.,  Hamilton,  O. 
Greenlee  Bros.   &  Co.,   Chicago. 
Smith.   H.    B.   Machine  Co.,   Smithvllle, 
N.  J. 


RAILWAY  SHOP  UP  TO  DATE 


FERGUSON  OIL  FURNACES 


Chicago 


The  Railway  Materials  Company 


New  York 


Our-   500  X 
Ceylon    Plumbar  ; 


OUR  500  X  PLUMBAGO 

Is  refined  and  ground  at  our  Cleveland  Facing  mill,  from 

the  best  grade  of  Ceylon  Graphite. 

It  is  ground  very  fine  and  has  a  brilliant  silver  polish. 

Can  be  applied  with  a  brush  or  shake  bag  and  slicked 

with  the  hand  or  tool.     Gives  a  nice  blue  color  to  the 

castings,  and  peels  them  perfectly  clean. 

We  will  send  a  pound  sample  for  trial  free  of  all  charges. 

* 

Send  for  No.  37  Catalogue. 

The  J.  D.  SMITH  FOUNDRY  SUPPLY  CO. 

CLEVELAND,  OHIO. 

WE  DESIGN   AND    BUILD   COMPLETE  FOUNDRY   PLANTS 


F.  H.  CHAMBERLIN,  Prest.-Mp. 


J.  S.  SMITH,  Sec'y.-Treas. 


F.  A.  COLEMAN,  Engineer. 


We  also  build  PORTABLE  ELEC- 
TRIC DRILLS  and  GRINDERS 


•     F*   ST    N5    &   »f  ,'tA**' 

i.  >is  M*t 

Jlo— -     ^2 

fr  ?l 


LOCOMOTIVE  WEIGHING  APPA 
RATUS  FOR  ASCERTAINING 
WEIGHT  ON  EACH  AXLE. 


OIL  BURNER  SPECIALTIES  AND  FORGES.SAND  BLASTS. 
PAINTING  AND  WHITEWASHING  MACH  INES  .  ETC. 


2  1  3  East  Pearl  Street, 


CINCINNATI,  OHIO. 


10 


RAILWAY  SHOP  UP  TO  DATE 


BUYERS'  GUIDE— Continued. 

Car  Springs. 

Pittsburg  Spring  &  Steel  Co.,  Pittsburg, 

Pa. 
Car  Trucks. 

Bettendorf  Axle  Co..    Davenport,   la. 
Car  Ventilation. 

Safety    Car    Heating    &    Lighting    Co., 

New  York. 
Car  Wheels. 

Vulcan   Iron   Works.   Wilkes   Barre,   Pa. 
Car  Wheel  and  Crank  Pin  Presses. 

WaUon-Stillman    Co.,    New    York. 
Cars. 

BettendDrf  Axle   Co..   Davenport,   la. 

Ralston  Steel  Car  Co.,  Columbus,  O. 
Cars,   Dump,    Ballast,   etc. 

Ralston   Steel  Car  Co..   Columbus.  O. 
Cars,   Steel. 

Bettendorf  Axle   Co.,    Davenport,    la. 
Cars,   Tank. 

Bettendorf   Axle   Co.,    Davenport,   la. 
Car  Wheel  Plants. 

Whiting  Foundry  Equipment  Co.,   Har- 
vey,  111. 
Car   Window   Strips,    Metallic. 

Metal  Plated  Car  &   Lumber  Co..   New 

York. 
Castings,  Brass. 

Homestead   Valve  Mfg.   Co.,   Pittsburgh. 

Pa. 
Castings,    Railway. 

Chester  Steel  Castings  Co.,  Phila.,  Pa. 

Gould  Coupler  Co.,  New   York. 

National  Malleable  Castings  Co.,  Cleve- 
land,  O. 

Vulcan  Iron   Works,  Wllkis  Barre,   Pa. 
Castings,    Malleable    Iron. 

Gould   Coupler  Co.,   New   York. 

National  Malleable  Castings  Co.,  Cleve- 
land, O. 
Chucks,   Drill. 

Standard  Tool  Co.,  Cleveland,  O. 
Clamping   Machines. 

American    Wood    Working      Machinery 
Co.,  New  York. 

Smith,  H.  B.  Mach   Co.,   Smithville,  N.  J. 
Cleaners   and    Polishing   Compound. 

Cleanola  Co.,  Allegheny,  Pa. 
Clevis  Nuts. 

Cleveland  City  Forge  &  Iron  Co.,  Cleve- 
land.  O. 
Coach    Roof   Paints. 

St.    Louis    Surfacer    &    Paint    Co.,     St. 
Louis,   Mo. 


Cock  Grinders. 

Warner  &  Swasey  Co.,   Cleveland,  O. 
Cold   Water  Calcimine. 

Lucas    &    Co.,    John,    Philadelphia,    Pa. 

Cold  Water  Paints. 

Lucas    &    Co.,    John,    Philadelphia,    Pa. 
Colors. 

Heath   &   Milligan   Mfg.    Co..  Chicago. 

Lucas    &    Co..    John,    Philadelphia,    Pa. 
Combination    Tap    and    Drill. 

Standard    Tool    Co..    Cleveland.    O. 
Continuous    Platform    and    Buffers. 

Gould  Coupler   Co..    New   York. 
Contractors'    Equipment    and    Supplies. 

Vulcan  Iron  Works,   Wilkes   Barre,    Pa. 
Contractors'  Light. 

Macleod   &   Co.,   Walter,    Cincinnati,    O. 

Wells  Light  Mfg.   Co.,   New  York. 
Contractors'    Locomotives. 

Vulcan  Iron  Works,   Wilkes   Barre,    Pa. 
Core  Ovens. 

Smith,     J.     D.,     Foundry    Supply    Co., 

Cleveland.  O. 
Couplers,  Car. 

Gould  Coupler  Co.,   New  York. 

McConway  &  Torley  Co.,   Pittsburg. 

National       Malleable       Castings       Co., 

Cleveland. 
Couplers,   Pilot. 

Gould   Coupler  Co.,   New   York. 
Cranes,   Hand,  Steam,  Electric. 

Whiting  Foundry  Equipment   Co.,   Har- 
vey,   111. 

Case  Mfg.  Co.,  Columbus,  O. 

Sellers   &   Co.,    Wm.,    Philadelphia,    Pa. 
Crank  Pin   Presses. 

Watson -Stlllman    Co.,    New   York. 
Crank  Pin  Turner. 

Underwood,   H.  B.,  &  Co.,   Philadelphia, 

Pa. 
Crucibles. 

Smith,     J.     D.,     Foundry     Supply     Co., 

Cleveland.   O. 
Crucible   Tool   Steel. 

Mclnnls  Steel  Co.,   Corry,  Pa. 
Crushed  Steel. 

Pittsburg     Crushed     Steel     Co.,     Pitts- 
burg, Pa. 
Cupolas  and  Cupola  Blocks. 

Smith,     J.     D.,     Foundry     Supply     Co., 

Cleveland,   O. 
Curled    Hair. 

Bneder,    Adamson   &   Co..    Philadelphia, 
Pa. 


Cutting-Off    Saws. 

Bentel   &  Margedant   Co.,   Hamilton,   O. 

Smith.    H.     B.     Mach.    Co.,     Smithville, 

N.   J. 
Cutting-Off  Tools. 

Armstrong  Bros.  Tool  Co.,  Chicago,  111. 
Cutters,  Milling. 

Standard    Tool   Co.,    Cleveland,    O. 
Cutting-Off    Machine    for    Self-Hardening 
Steel. 

Armstrong   Bros.    Tool   Co.,    Chicago. 
Cylinder   Packing. 

Franklin   Mfg.   Co..   Franklin,   Pa. 
Dado  or  Grooving   Heads. 

American     Wood     Working     Machinery 
Co.,    New   York. 

Bentel  &  Margedant  Co.,  Hamilton,  O. 
Depot  and  Station  Paints — (See  Paints). 
Die  Heads,  Adjustable,  Self-Opening. 

Geometric  Tool  Co.,  New  Haven,  Conn. 
Die  Steel. 

Mclnnes  Steel  Co.,  Corry,  Pa. 
Disc   Grinders. 

Armstrong   Bros.    Tool   Co.,    Chicago. 
Draft  Gears   and   Draft    Rigging. 

Farlow  Draft  Gear  Co.,   Baltimore,   Md. 

Gould    Coupler   Co.,    New    York. 

McCord    &    Co.,    Chicago. 
Draftsmen's    and    Engineers'    Supplies. 

Kolesch   &   Co.,   New  York. 
Draftsmen's   Tools. 

Starrett  Co.,   L.    S..    Athol,   Mass. 
Draughting    Room   Supplies. 

Kolesch   &   Co.,   New  York. 
Draw  Bar  Attachments. 

Farlow  Draft  Gear  Co.,  Baltimore,  Md. 
Draw  Bridge  Machinery. 

Nichols,    Geo.    B.    &   Bro.,    Chicago. 
Drill   Chucks. 

Standard   Tool   Co.,    Cleveland,    O. 
Drill    Holders. 

Armstrong  Bros.    Tool   Co.,    Chicago. 
Drill   Presses. 

Foote-Burt  Co.,   Cleveland,   O. 

Garvin    Machine   Co.,    New   York. 
Drills,   Reamers,   Etc. 

Mclnnes  Steel  Co.,  Corry.   Pa. 

Standard   Tool  Co.,   Cleveland,   O. 
Drill   Sockets. 

Standard  Tool  Co.,  Cleveland,  O. 
Drilling   Machines. 

Foote-Burt   Co.,    Cleveland,    O. 

Sellers   &   Co..    Wm.,    Philadelphia,    Pa. 


GENUINE    RAILROAD    FINISHES 

CROCKETT'S  RAILWAY  VARNISHES 


Railway  Body. 

A  varnish,  very  durable  and  brilliant,  and  spe- 
cially adapted  to  finishing  passenger  coaches 
and  trolley  cars.  It  has  a  good  body,  works 
freely  and  dries  dust-free  in  ten  or  twelve  hours. 

Railway  Rubbing. 

A  varnish,  made  expressly  for  undercoats  on 

passenger    coaches  and    trolley    cars.      It    works 

easily,   and   can   be  rubbed   in   forty-eight   hours. 

Inside  Car. 

A    varnish,    drying    with    a    fine    and    durable 
lustre    in    eight   hours.      It    works   easily   and   is 
more  elastic  than  ordinary  inside  varnishes. 
Open  Car. 

For  one  coat  use  on  electric  open  cars  for  the 
entire    surface,   including    seats,    dries    hard    and 
with  durable  lustre. 
Engine  Finishing. 

A     medium     drying,     finishing     varnish,     made 
from   the   hardest    gums,   designed   to    withstand 
the  rough   usage  on   a  locomotive. 
Engine  Rubbing. 

A  varnish   for   undercoats  on  locomotives   and 
similar  purposes.     It  works  easily,  dries  quickly, 
and  can  be  rubbed  in  from  twenty-four  to  thirty- 
six   hours. 
Locomotive  Black  Finish. 

A  medium  drying  and  durable  black  finish  or 
enamel,  made  from  the  best  materials,  and  de- 
signed to  withstand  the  rough  usage  on  a  loco- 
motive. 


Smoke  Stack. 

A  slow  drying  black  varnish  for  locomotive 
iron  work  and  similar  purposes,  designed  to  re- 
sist the  action  of  heat  and  exposure. 

Coach  Japan. 

This  japan  has  been  a  standard  article  with 
railroad  painters  for  many  years,  and  has  an 
unrivaled  reputation.  It  is  a  very  powerful 
dryer,  absolutely  reliable  and  uniform. 

Brown  Japan. 

For  freight  paints. 

Floor  Finish. 

Where  a  varnish  is  required  that  can  be  fre- 
quently washed  with  hot  or  cold  water.  Can  be 
rubbed  or  left  with  a  gloss. 

Spar  Composition. 

Composed  of  the  best  materials  purchasable, 
is  the  most  durable,  the  best  known  and  has  the 
largest  sale  of  any  Marine  Varnish  manufac- 
tured. Positively  salt  and  fresh  water-proof,  is 
invaluable  for  Exterior  Marine  Work  of  any 
kind,  and  as  its  name  indicates  particularly 
adapted  for  Spars  of  Steamships,  Yachts  and 
Canoes.  Also  a  finish  for  Decks,  Outside  Doors, 
Piazza  Floors,  Store  Fronts,  etc.  It  will  not 
crack,  turn  white  or  blister. 

Primelac. 

After  making  many  experiments  we  have  pro- 
duced this  article,  which  we  consider  indis- 
pensable. It  fills  the  pores  of  the  wood  and  kills 
all  resinous  matter  and  prevents  sweating.  It 
dries  hard  in  a  few  hours,  with  smooth  surface, 
and  is  a  firm  foundation  for  the  after  coat. 


THE-  DAVID  B.  CROCKETT  COMPANY 

BRIDGEPORT,  CONN. 


RAILWAY  SHOP  UP  TO  DATE 


11 


FERGUSON  OIL  FURNACES 


Chicago 


The  Railway  Materials  Company 


New  York 


TOWER  AND  CLIMAX 

COUPLERS 

In     Malleable     Iron      or     Cast     Steel 

Malleable  Castings  for 
Railroad  Purposes 

The  National  Malleable  Castings  Go. 

CLEVELAND  INDIANAPOLIS  CHICAGO 

TOLEDO  SHARON 


The  Modern  Draft  Gear 

FARLOW 


It  is  giving  universal 
satisfaction  and  being 
extensively  used. 

It  does  not  cause  cars  to  go 
to  the  repair  track,  because  it 
does  not  fail. 


FARLOW  DRAFT  GEAR  CO. 

BALTIMORE,  MD. 

CHICAGO  OFFICE,  FISHER  BLDG. 


Drawing  Material 


Complete    Outfits    for 
the  Drafting  Room. 

Triangles,  Squares, 

Drawing  Boards, 

Inks,  Drawing  and 

Tracing  Papers, 

etc. 

SLIDE  RULES. 


KOLESCH&CO. 

Established  183. 
'•       138  Fulton  St.,  New  York 
Write  for  catalogue. 


For  Use  on 


Railroad  Wrecking  Cars, 
Switching, 

Track  Laying  and  Repairs 
Generally. 


No.  5     4.000  C.  P. 


Over  25,000  Wells  Lights  now  in  use.  Every 
light  tested  before  it  leaves  factory.  Made  in 
three  sizes— 800,  2,000  and  4,000  candle  power. 
Send  for  catalogue  and  prices. 

Ask  about  our  Tire  Expansion  System. 


Wells  Light  Manufacturing  Co. 

44  and  46  Washington  Si,  NEW  YORK 


The  Perfect  Car  and 

AND     VA RIM  ISM 
CLEANOLA  CLASS  CLEANER 

THE  CLEANOLA  CO..  Fulton  Bids.,  Pittsburp.  Pa 


Locomotive  Cleaner 

PRESERVATIVE 

CLEANOLA  SICNAL  CLEANER 

CHICAGO  OFFICE 53  West  Van  Bur  en  Street 


12 


RAILWAY  SHOP  UP  TO  DATE 


BUYERS'  GUIDE— Continued. 

Drilling    Machines,    Portable. 

Coates     Clipper     Mfg.     Co.,     Worcester, 

Mass. 
Driver   Brake   Shoes. 

Railway  Materials   Co.,   Chicago. 

Simpson,   W.  M.,   Chicago. 
Drop    Hammers. 

Chambers  burg  Engineering   Co.,   Cham- 

bersburg,   Pa. 
Drop   Test   Machines. 

Whiting  Foundry  Equipment  Co.,   Har- 
vey,  111. 
Dump  Cars. 

Ralston    Steel    Car    Co.,    Columbus     O 
Duplex    Drill    Lathes. 

Garvin   Machine    Co.,   New   York. 
Oust  Guards. 

Franklin   Mfg.   Co.,    Franklin,   Pa. 

Gould    Coupler    Co.,    New    York. 
Eccentric   Rolls. 

Ajax   Mfg.    Co.,    Cleveland,    O. 
Electric  Crones. 

Case  Manufacturing  Co.,   Columbus    O 

Whiting  Foundry  Equipment  Co.,   Har- 
vey,  111. 
Electric    Drills   and   Grinders. 

Macleod   &    Co.,   Walter,    Cincinnati,    O 
Electric    Lamp    Brackets. 

Wells   Light   Mfg.   Co.,   New   York. 
Electric  Storage   Batteries. 

Gould   Storage   Battery  Co.,   New   York 
Emery  Cloth  and   Paper. 

Baeder,   Adamson   &   Co.,    Philadelphia 

Pa. 
Emery  Steel. 


Plttsburg  Crushed  Steel  Co.,  Plttsburg, 

Pa. 

Emery  Wheel    Dressers. 
Diamond  Saw  &   Stamping  Wks.,  Buf- 
falo,  N.   Y. 
Engineer's    Intruments   and   Supplies. 

Kolesch   &   Co.,   New  York. 
Engineers'    Supplies. 

Kolesch   &  Co.,   New   York. 
Expanded    Metal. 

Merritt   &    Co.,    Philadelphia. 
Expanders,   Tube. 
Henderer's     Sons,     A.    L.,    Wilmington, 

Del. 
Files  and  Rasps. 

Nicholson    File    Co.,    Providence,    R.    I 
Fillers. 

Lucas,    John    &   Co..    Philadelphia.    Pa. 
Heath   &  Milligan  Mfg.   Co.,   Chicago. 
St.    Louis    Surfacer     &     Paint    Co.,    St 

Louis,  Mo. 
Fireproof   Building   Materials. 

Franklin   Mfg.    Co.,    Franklin,    Pa. 
Fireproof   Paints. 
Detroit     Graphite     Mfg.     Co.,     Detroit, 

Mich. 
Flanges,  Pipe. 

Jefferson    Union    Co..    Lexington,    Mass. 
Flanging    Machines,    Hydraulic. 
Chambersburg  Engineering  Co.,    Cham- 

bersburg,   Pa. 
Flexible   Shafting. 
Coates     Clipper     Mfg.    Co.,    Worcester, 

Mass. 

Flue  Cleaners. 

Western     Tool    &    Mfg.     Co.,     Spring- 
field,   O. 


Flue  Expanders. 

Faessler.   J.   Mfg.   Co.,   Moberly,    Mo. 
Flue  Welding  Machines  and  Furnaces. 

Macleod   &   Co.,   Walter,   Cincinnati,   O. 
Flue   Rollers. 

Faessler.   J.   Mfg.   Co.,   Moberly,   Mo. 
Flue  Sheet   Drills. 

Foote-Burt  Co.,   Cleveland,   O. 
Forging    Hammers. 

Chambersburg  Engineering  Co.,   Cham- 
bersburg,  Pa. 
Forging    Machines. 

Acme   Machinery   Co.,    Cleveland,    O. 

Ajax  Mfg.   Co.,    Cleveland,   O. 

National    Machinery   Co.,    Tiffin,    O 

Sellers   &   Co.,   Wm.,    Philadelphia,    Pa. 
Forgings. 

Cleveland     City     Forge      &     Iron      Co., 
Cleveland,   O. 

Mclnnes  Steel  Co.,  Corry,  Pa. 

Monarch    Tool    Works,    St.    Louis,    Mo. 
Forming    Machines. 

Ajax  Mfg.   Co.,    Cleveland,   O. 

Garvin   Machine   Co.,    New   York. 
Foundry    Equipment   and    Supplies. 

Ph.    Bonvillian    &    E.    Ronceray,    Paris, 
France. 

Whiting  Foundry  Equipment   Co.,   Har- 
vey, 111. 

Smith,     J.     D.,     Foundry     Supply     Co., 

Cleveland,    O. 
Four-Way  Valves. 

Homestead    Valve    Mfg.    Co.,    Pittsbure 

Pa. 

Freight   Car    Pains — See    Paints. 
Friction    Buffers. 

Gould    Coupler    Co.,    New    York. 


A  Rare  Opportunity 


24-inch  B.  (i.  Crank  Shaper 


\Y7E  will  place  a  B.  G.  Crank  Shaper  in  your  shop, 
without  order  from  Pur.  Agent,  freight  prepaid, 
as  a  test  machine. 

If  not  as  represented,  return  at  our  expense.  If  the  best 
of  its  type,  pass  a  requisition  for  it.  ^J  We  know  our 
shaper  is  best  adapted  to  R.  R.  Shop  requirements. 
We  want  to  prove  it  to  you. 


Queen  City  Machine  Tool  Co. 

Cincinnati,  Ohio 


A  PIPE 

CUTTING 

EQUIPMENT 

of  Williams  Machines 
will  meet  all  require- 
ments of  modern  work 

COMPLETE  LINE  OF 
PIPE  CUTTING  MACHINES 

For  Up-lo  Date  Shops 
Newly  designed,  strong 
construction,    rapid 
and  convenient  in  op. 
eration.      Quick  open- 
ing    and     adjustable 
dies.     Six    speed 
changes  without  shift- 
ing a  gear. 
7  sizes,  capacities 
1-4  in.  to  12  in. 

WILLIAMS  TOOL  CO. 

ERIE,  PA. 


Best  Paint  m 


and 


Varnish 
Remover 


On  the  Market 


Under  License  by 

Chadelvid  Chemical 
Co. 


Manufacturers 
of  the 


Highest  Grade 

Gar  and 
Ll  Locomotive 
Varnishes 


Established  1846. 

THE  PARROTT  VARNISH  CO. 


FERGUSON  OIL  FURNACES 


Chicago 


The  Railway  Materials  Company 


New  York 


RAILWAY  SHOP  UP  TO  DATE 


13 


Nicholson  Files 

THE    CHOICE    OF   ALL 
CRITICAL  MECHANICS 


Uuequaled  in 
CUTTING  POWER  —   DURABILITY  —   UNIFORMITY 


NICHOLSON  FILE  CO. 

PROVIDENCE.  R.  I.,   U.  S.  A. 


WOLFE  BRUSH  COMPANY 

Suc<w»r»  to  WOLFE.  WALKER  &  CO..  Ltd. 

Genera]  Offices  and  Factory: 

Sooth  15th  and  Bingham  Sis. 

Retail  Store,  505  Liberty  St. 

PITTSBURG,  PA. 


Manufacturers  of  Superior 

•  Brushes 

Especially  Designed  for 

Rail  Roads 


THE,    "GLOBE"    VENTILATOR 


Regular  View 


For  ventilating  cars  and  railroad  buildings  of  every 
character 

The   "Globe"  Ventilator  is   absolutely  storm  and 
cinder  proof 

The   "Globe"   Ventilator   is   manufactured  by 

The  Globe  Ventilator  Company 
TROY,  N.  Y. 


Sectional  View 


Write  for 
Sample  Card 


FERRICO 

PAINT 

Paste,  Semi-Paste  and  Liquid 


Buy 
It 


For  Cars,  Bridges,  Train-sheds,  Structural  Work  and  other  Wooden  and  Metallic  Surfaces 

In  preparing  Ferrico  Paint  the  most  careful  attention  has  been  given  to  the  requirements  of  the  surfaces  upon  which  it  is 
to  be  applied,  also  to  the  character  of  each  pigment  used. 

In  grinding,  the  drying  properties  of  the  pigments  used  in  the  various  colors  have  been  carefully  studied  and  a  vehicle  used 
which  exactly  meets  the  requirements  of  each  pigment,  so  that  in  making  reductions  the  same  quality  and  quantity  of 
thinners  can  be  used  in  all  shades. 

MADE  IN  ELEVEN  SHADES  AND  ELASTIC  RED  LEAD 


r—--  -->     (I.r, 


Use 
It 


PAINT  AND 
COLOR  MAKERS 


CHICAGO 
!U    •'  S'   •    A 


You'll 
Like  It 


14 


RAILWAY  SHOP  UP  TO  DATE 


Railway 
Master  Mechanic 

($1.00  per  Year) 

Is  the  leading  mechanical  journal  of 
railroading,  because  it  is  read  by  more 
motive  power  and  car  shop  officials 
than  any  other  paper.  It  also  carries 
more  advertising  in  these  departments 
than  any  other  paper.  Just  as  a  bank's 
growth  is  the  measure  of  confidence  in 
it  by  its  patrons  so  is  a  newspaper's 
growth.  The  Railway  Master  Mechanic 
has  shown  a  greater  growth  in  the  past 
two  years  (400  per  cent.)  than  any 
railway  journal.  It  brings  many  times 
one!  dollar's  worth  of  news  to  its  sub- 
scribers,  and  therefore  results  to  its  ad- 
vertisers. 


Crandall  Publishing  Co. 


Security  Building 
CHICAGO 


130  Nassau  St. 
NEW  YORK 


BUYERS'  GUIDE— Continued. 

Friction    Draft  Gear. 

Gould    Coupler   Co.,    New    York. 
Frogs   and    Crossings. 

Indianapolis      Frog      &       Switch       Co., 

Springfield,    O. 
Front  End  Paint. 

Lucas  &  Co.,  John,   Philadelphia. 
Fuel   Oil    Equipment   for   Shops. 

Best  American   Calorific     Co.,     W.     N., 
New   York. 

Rockwell    Engineering    Co.,    New    York. 
Furnaces,  Annealing,   Melting,  Etc. 

Best   American    Calorific     Co.,     W.     N., 
New  York. 

Railway   Materials   Co.,    Chicago. 

Rockwell   Engineering   Co.,    New    York. 

Simpson.    W.    M.,    Chicago. 
Furnaces,   Tire    Heating. 

Railway   Materials   Co.,    Chicago. 

Simpson,    W.    M.,    Chicago. 

Wells    Light    Mfg.    Co.,    Chicago. 
Furnaces,   Foundry. 

Railway    Materials    Co.,    Chicago. 

Simpson,    W.    M.,    Chicago. 
Furnaces,   Natural  Gas. 

Railway  Materials   Co.,   Chicago 

Simpson,  W.  M.,   Chicago. 
Furnaces,  Oil. 

Best   American   Calorific     Co.,     W      N 
New  York. 

Railway   Materials   Co.,    Chicago. 

Rockwell    Engineering   Co.,    New    York. 

Simpson,    W.    M.,    Chicago. 
Furnaces,    Rivet    Heating. 

Best   American    Calorific     Co.,     W.     N., 
New   York. 

Railway   Materials    Co.,    Chicago. 

Rockwell    Engineering    Co.,    New    York. 

Simpson.    W.    M.,    Chicago. 
Gang    Drills. 

Foote-Burt  Co.,   Cleveland,  O. 
Gang    Planer    Tools. 

Armstrong   Bros.    Tool.    Co.,    Chicago. 
Gang   Tools. 

Armstrong    Bros.    Tool    Co.,    Chicago. 
Gantry  Cranes. 

Whiting  Foundry  Equipment   Co.,   Har- 
vey,   HI. 
Gas   Furnaces. 

Railway  Materials   Co.,   Chicago. 

Simpson,    W.   M.,   Chicago. 
Gaskets. 

McCord   &   Co.,   Chicago. 
Gauges,    Measuring.    All    Kinds. 

Starrett  Co.,   L.   S.,   Athol,   Mass. 
Gauges,    Surface. 

Starrett  Co.,   L.  S.,  Athol,   Mass.  • 
Gear    Cutters. 

Becker-Brainerd  Milling     Machine     Co.. 
Hyde   Park,   Mass. 

Standard  Tool  Co..  Cleveland,  O. 
Graphite. 

Detroit  Graphite  Mfg.  Co.,   Detroit. 

Smith,     J.     D.,     Foundry     Supply     Co., 

Cleveland,    O. 
Graphite  Paints. 

Detroit     Graphite     Mfg.     Co.,     Detroit, 
Mich. 

Heath   &   Milligan  Mfg.   Co.,    Chicago. 

Lucas  &  Co.,  John,   Philadelphia,  Pa. 

St.  Louis  Surface  &  Paint  Co.,  St.  Louis, 

Mo. 
Graphite    Pipe   Joint    Compound. 

Detroit     Graphite     Mfg.      Co.,      Detroit, 

Mich. 
Granite    Roofing, 

Stowell   Mfg.    Co.,    Jersey   City,    N.   J. 
Grinding   Holders. 

Armstrong  Bros.   Tool  Co.,   Chicago. 
Grinding   Machines. 

American     Wood    Working     Machinery 
Co.,  New  York. 

Backer- Brainerd    Milling    Machine    Co., 
Hyde    Park,    Mass. 

Bentel   &  Margedant   Co..   Hamilton,   O. 

Coates    Clipper    Mfg.     Co.,    Worcester, 
Mass. 

Landis   Tool  Co..   Waynesboro,   Pa. 

Sellers  &  Co..  Wm.,  Philadelphia,  Pa. 

Smith,  H.  B.  Mach.  Co.,  Smithville.  N.  J. 
Grinding   Machine  Attachments. 

Landis  Tool  Co.,  Waynesboro,  Pa. 
Grinding   Materials  and   Machinery. 

Pittsburg  Crushed  Steel  Co.,   Pittsburg, 
Pa. 

Springfield  Mfg.    Co.,   Bridgeport,    Conn. 
Grip  Sockets. 

Standard   Tool   Co.,   Cleveland,   O. 
Hack  Saw   Blades. 

Diamond  Saw  &  Stamping  Works.  Buf- 
falo,  N.   Y. 

Starrett.  L.  S.  Co..  Athol.  Mass. 
Hack  Saws. 

Daimond  Saw  &  Stamping  Works,  Buf- 
falo, N.  Y. 
Hack  Saw   Machines,   Power. 

Diamond  Saw  &  Stamping  Works,  Buf- 
falo,  N.   Y. 
Hair  Felt  for  Insulation. 

Baeder,    Adamson    &    Co.,    Philadelphia, 

Pa. 
Hammers,   Steam. 

Chambersburg  Engineering  Co.,   Cham- 
bersburg.   Pa. 


OF  THE     " 

UNIVERSITY 

OF 

RAILWAY  SHOP  UP  TO  DATE  15 


The  Only  White 

That  Remains  White 

In  the  Vicinity  of  a  Railroad 


IS 


Oxide  of  Zinc 


Paints  based  on  Oxide  of  Zinc  will  not 
discolor  in  the  presence  of  sulphur 
gases. 

Such  paints  are  the  only  ones  that  will 
give  satisfactory  service  on  station  build- 
ings, shops,  etc. 

The  New  Jersey  Zinc  Co. 

71  Broadway,  New  York 

FREE,  OUR  PRACTICAL  PAMPHLETS  : 

The  Paint  Question 
Paints  in  Architecture 
Specifications  for  Architects 
French  Government  Decrees 


16 


RAILWAY  SHOP  UP  TO  DATE 


No.  19. 


BARRETT  and  DUFF 
CAR  JACKS 

are  THE  acknowledged  lifting  jacks  of  the  world 


The  No.  19  Barrett  Jack 

is  especially  designed  for  car  repairing.  Easily 
carried  and  easily  operated.  Designed  also  to 
grapple  low  set  loads.  Lifts  and  lowers  on  down 
stroke  of  lever  only.  Capacity,  15  tons. 


No.  130  Barrett  Geared  Ratchet 
Lever  Jack 

has  a  capacity  of  35  tons  and  is  particularly  de- 
signed for  the  rapid  handling  of  loaded  freight  cars 
and  heavy  loads  in  general.  Single  acting,  raising 
the  load  on  the  downward  movement  of  the 
lever  only.  This  Jack  permits  of -great  ease  of 
operation  and  is  quick  acting. 


No.  58  Cone  Bearing  Journal 
Jack 

weighs  39  pounds  and  has  a  raise  of  5  inches. 
One  man  can  easily  replace  the  brasses  in  a 
truck  with  one  of  these  jacks. 


The  Duff  Ball=Bearing 
Screw  Jacks 

are  made  to  interchange  with  Duff  Roller  Bearing 
Screw  Jacks,  so  that  any  shop  having  our  jacks 
equipped  with  roller  bearing  can  easily  change 
them  to  ball-bearing  jacks  if  desired.  We  shall 
be  pleased  to  send  full  information  regarding  our 
complete  line  of  Jacks,  which  are  made  in  capaci- 
ties of  from  1  to  75  tons. 


No.  58. 


Bali-Bearing  Jack. 


The  Duff  Manufacturing  Company 


PITTSBURG,   PA. 


Works,  Allegheny,  Pa. 


New  York  Office,  26  Cortlandt  St. 


BUYERS'  GUIDE— Continued. 

Hand  Lathes. 

Garvin   Machine   Co.,   New   York. 
Hand  Pipe  Cutters. 

Armstrong  Mfg.   Co.,   Bridgeport,    Conn. 
Hand   Power  Saws. 

Marston  Co.,  J.  M.,  Boston,  Mass. 
Headlights,   Acetylene. 

Macleod   &  Co.,   Walter,   Cincinnati,   O. 
Heating    Furnaces,   Gas. 

Railway   Materials   Co.,   Chicago. 

Simpson,    W.   M.,    Chicago. 
Heat   Proof   Enamel. 

Lucas   &   Co.,    John,    Philadelphia,    Pa. 
High    Pressure    Valves. 

Homestead   Valve   Mfg.    Co.,    Pittsburg 

Pa. 
High  Speed   Steel. 

Baldwin  Steel  Co.,   New   York. 

Mclnnes   Steel   Co.,    Corry,   Pa. 
High   Speed  Cutting  Tools. 

Armstrong   Bros.    Tool    Co.,    Chicago. 
High   Speed   Tire  Steel. 

Mclnnes   Steel   Co.,   Corry,    Pa. 
Hoisting  Machinery. 

Case  Mfg.  Co.,  Columbus,  O. 
Hoists,  Electric,   Hand  Power,   Etc. 

Case  Mfg.  Co.,  Columbus,  O. 

Sellers   &   Co.,    Wm.,    Philadelphia,    Pa. 

Smith,     J.     D.,     Foundry     Supply     Co., 
Cleveland,   O. 

Whiting  Foundry  Equipment  Co.,  Har- 
vey,   111. 
Hollow  Chisel   Mortlsers. 

American     Wood     Working    Machinery 
Co.,   New   York. 

Bentel   &  Margedant  Co..   Hamilton     O 

Greenlee    Bros.    &    Co..    Chicago 
Hot    Pressed    Nut    Machines. 

Ajax    Mfg.    Co..    Cleveland,    O. 
Hydraulic   Jacks. 

Henderer's,    A.    L.     Sons,    Wilmington, 
Del. 

Watson-Stillman   Co..  New  York 
Hydraulic    Machinery   and   Tools. 

Henderer's    Sons,    A.     L.,    Wilmington. 
Del. 

Watson-Stillman  Co.,   New  York 

Chambersburg  Engineering  Co.,  Cham- 

bersburg,    Pa. 
Hydraulic   Punches. 

Slocomb  &  Co.,  F.  F.,  Wilmington,   Del 

Watson-Stillman  Co.,  New  York. 
Index    Center. 

National  Machinery  Co.,   Tiffin,  O 

Stockbrldge     Machine    Co.,    Worcester 

Mass. 
India    Oil    Stones. 

Baeder,   Adamson    &    Co.,    Philadelphia, 

A  a. 
Injectors. 

Nathan   Mfg.   Co..    New   York   City. 
Instruments,    Engineering    and  Surveying 

Hanna   Mfg.    Co..    Troy,    N.    Y. 

Kolesch    &    Co..    New    York. 
Insulating   Felt. 

Baeder,   Adamson   &   Co.,   Philadelphia, 

Iron   Fillers  and   Paints. 
St.    Louis    Surfacer    &    Paint    Co.,    St. 

Louis,    Mo. 
Iron    for   Staybolts. 
Cleveland     City     Forge      &     Iron      Co., 

Cleveland,    O. 
Jacks. 

Duff   Mfg.    Co.,    Allegheny,    Pa. 
Henderer's,     A.     L.     Sons,     Wilmington, 

Watson-Stillman   Co.,   New  York 
Jacks,    Hydraulic. 

Henderer's,     A.     L.     Sons.     Wilmington, 

Watson-Stillman    Co.,    New    York. 
Japan   Oil. 

Lucas    &    Co.,    John,    Philadelphia,    Pa. 
Jib   Cranes. 

Whiting  Foundry  Equipment   Co.,   Har- 
vey,  111. 
Journal    Boxes. 

Gourd    Coupler   Co..    New    York. 

McCord   &   Co.,   Chicago. 
Journal    Box    Packing. 

Franklin   Mfg.    Co.,    Franklin,    Pa. 
Journal   Packing. 

Franklin    Mfg.    Co.,    Franklin.    Pa. 
Knife   Grinding    Machinery. 

American     Wood     Working     Machinery 
Co.,   New  York. 

Bentel   &   Margedant   Co.,  Hamilton,   O. 
Lagging,   Asbestos. 

Franklin   Mfg.    Co.,    Franklin,    Pa. 
Lamp    Brackets,    Electric. 

Wells    Light   Mrs-    Co.,    New   York. 
La  np  Jacks. 

Globe    Ventilator   Co.,    Troy.    N.    Y. 
Lamps,    Electric. 

Cooper-Hewitt  Electric  Co.,   New  York. 
Lamps,   Mercury   Vapor. 

Cooper-Hewitt  Electric  Co.   New   York... 
Lathe   Dogs. 

Armstrong   Bros.    Tool    Co.,    Chicago. 


RAILWAY  SHOP  UP  TO  DATE 


17 


Portable  Pneumatic 

Punch 


ONE   MAN  operates  this 
machine. 

QuicK, 

Durable, 

Efficient 


Punch,  Size  3. 

Pneumatic  Compression 

Riveter 


Fewer  Parts         Than 
Less  Air  Consumption  rAny 
Less  Weight       j  Other 

Write  for  Catalog  C 


Riveter.  Size  5. 


F,  F,  SLOCOMB  &  CO,,  * 

BUILDERS 

Wilmington,  Delaware 


Manufactured  and  For  Sale  by 

The  WESTERN  TOOL  &  MFG,  CO, 

SPRINGFIELD,  OHIO,  L.  S.  A. 
Makers  of 

Famous  "CHAMPION"  Tool  Holders 

Expanding  Mandrels,  Portable  Stands,  Etc. 


SELF-FEED  TUBE  EXPANDERS 
HYDRAULIC  JACKS 

A.  L.  HENDERER'S  SONS.  733  Maryland  Aie.,  Wilmington.  Dtl. 


RAILWAY  MASTER 
MECHANIC 


ONE  YEAR 


ONE  DOLLAR 


NICHOLS  TRANSFER  TABLES  TURNTABLE  TRACTORS 

DRAWBRIDGE  MACHINERY 

Our  Transfer  Tables  or  Turntable  Tractors,  or  both,  are  in  operation  at  the  shops  in  the  following  list  of  those 
described  in  this  book.  A  number  of  the  roads  named  are  using  both  machines  at  other  shops  or  roundhouses  on 
the  system.  They  are  also  used  by  many  roads  not  mentioned  in  this  work. 

We  have  also  equipped  many  important  drawbridges  with  electric  operating  and  interlocking  machinery. 


A.,  T.  &  S.  F.  Ry. 

B.  &  O.  R.  R. 
Can.  Pac.  Ry. 
Cent.  R.  R.  of  N.  J. 

C.  &  E.  I.  R.  R. 
C.   &  N.  W.   Ry. 


C.  &  W.  I.  Ry. 
C.,  B.  &  Q.  Ry. 
C.,  M.  &  St.  P.  Ry. 
C.,  R.  I.  &  P.  Ry. 
C.,  C.,  C.  &  St.  L.  Ry. 
Colo.  &  So.  Ry. 


Del.  &  Hud.  Co. 
D.,  L.  &  W.  R.  R. 
D.  &  R.  G.  R.  R. 
El  Paso  &  S.  W.  Ry. 
Erie  R.  R. 
Great  Northern  Ry. 
111.  Cent.  R.  R. 


L.  S.  &  M.  S.  Ry. 
Lehlgh  Valley  R.  R. 
L.  &  N.  R.  R. 
N.  Y.  C.  &  H.  R.  R.  R. 
N.  Y.,  N.  H.  &  H.  R.  R. 
Pennsylvania  R.  R. 


P.  &  L.  E.  R.  R. 
Pere  Marquette  R.  R. 
Phil.,  Bal.  &  Wil.  R.  R. 
Seaboard  Air  Line  Ry. 
Ter.  R.  R.  Assn.  of  St.  L. 
Union  Pacific  R.  R. 


GEO.  P.  NICHOLS  &  BRO. 


1090  Old  Colony  Building,  Chicago 


FERGUS 


OIL  FURNACES 


Chicago 


The  Railway  Materials  Company 


New  York 


18 


RAILWAY  SHOP  UP  TO  DATE 


BUYERS'  GUIDE— Continued. 

Lathe  Tools. 

Armstrong   Bros.    Tool    Co.,    Chicago. 

Western     Tool      &     Mfg.    Co.,    Spring- 
field,  O. 
Lathe  Tool  Cabinets. 

Armstrong   Bros.    Tool    Co.,    Chicago. 

Lathes. 

Bentel  &  Margedant  Co..   Hamilton,  O. 
Billiard   Machine    Tool    Co.,    Bridgeport, 

Conn. 

Garvin  Machine  Co.,  New  York. 
Prentiss     Tool     &     Supply     Co.,     New 

York. 
Stockbridge    Machine    Co.,     Worcester, 

Mass. 

Warner  &  Swasey  Co.,   Cleveland,  O. 
Lathes,   Wood,   Pattern    Makers. 
American     Wood     Working     Machinery 

Co.,    New   York. 

Bentel   &   Margedant  Co.,   Hamilton,   O. 
Lights,   Contractors. 

Macleod   &   Co.,    Walter,    Cincinnati,    O. 
Wells   Light   Mfg..  Co.,    New   York. 
Lighting   of  Shops,    Etc. 

Cooper-Hewitt  Electric  Co..  New  York. 
Lockers,    Metal. 

Merritt   &    Co.,    Philadelphia. 
Locking   Cocks. 
Homestead    Valve   Mfg.    Co.,    Plttsburg, 

Pa. 

Lock   Nuts. 

Columbia   Nut   &   Bolt    Co.,    Bridgeport, 
.  Conn. 


Locomotive  and   Front   End   Paints. 

Detroit     Graphite     Mfg.     Co.,     Detroit, 
Mich. 

Heath   &   Milligan   Mfg.    Co.,    Chicago. 

Lucas    &    Co.,    John,    Philadelphia,    Pa. 
Locomotive   Appliances. 

American    Balance     Valve     Co.,    Jersey 

Shore,   Pa. 
Locomotive  Axles. 

Mclnnes  Steel  Co.,   Corry,  Pa. 
Locomotive  Bells. 

Vanduzen   Co.,  E.   W.,  Cincinnati,   O. 
Locomotive    Blow-Off   Valves. 

Homestead   Valve   Mfg.    Co.,    Plttsburg, 

Pa. 
Locomotive  Castings. 

Chester  Steel  Castings  Co.,  Phila.,  Pa. 
Locomotive    Couplers. 

McConway     &     Torley    Co.,    Plttsburg, 

Pa. 
Locomotive   Fire  Kindlers. 

Railway   Materials   Co.,    Chicago. 

Simpson,    W.    M.,    Chicago. 
Locomotive    Forgings — See    Forglngs. 
Locomotive  Guide   Liners. 

Starrett,    L.    S.    Co.,   Athol,    Mass. 
Locomotive    Headlights. 

Macleod   &   Co.,   Walter,   Cincinnati,    O. 
Locomotive    Injectors. 

Nathan   Mfg.   Co.,    New   York. 
Locomotive   Oil   Pumps. 

Sight    Feed    Oil    Pump    Co.,    Milwaukee, 

Wis. 
Locomotive    Lagging. 

Franklin   Mfg.    Co.,    Franklin,    Pa. 
Locomotive   Supplies. 

Nathan   Mfg.   Co.,    New   York. 


Locomotive  Track   Sanders. 

Macleod   &   Co.,   Walter,    Cincinnati,    O. 
Locomotive  Turntable  Tractors. 

Nichols,  Geo.  P.  &  Bro.,  Chicago. 
Locomotive    Valves. 

American    Balance    Valve    Co.,    Jersey 

Shore,    Pa. 
Locomotives. 

Vulcan    Iron    Works,    Wilkesbarre,    Pa 

Locomotives,    Contractors. 
Vulcan    Iron    Works/   Wilkesbarre,    Pa, 

Locomotives,    Logging. 

Vulcan    Iron    Works,    Wilkesbarre,    Pa. 
Lubricants,  Graphite. 
Detroit     Graphite     Mfg.     Co.,     Detroit, 

Mich. 
Lubricating   Oils. 

Galena  Signal   Oil   Co..    Franklin,   Pa. 
Lubricators. 

McCord   &    Co.,    Chicago. 
Machinery   and    Machinery   Tools. 
Acme  Machinery  Co..   Cleveland,   O. 
Ajax   Mfg.    Co.,    Cleveland,    O. 
Becker-Bralnerd    Milling    Machine    Co., 

Hyde   Park,   Mass. 
Bullard   Machine    Tool    Co.,    Bridgeport, 

Conn. 

Cincinnati    Punch    &    Shear    Co.,    Cin- 
cinnati,   O. 

Cleveland   Punch   &   Shear  Co..    Cleve- 
land, O. 

Foote-Burt    Co.,    Cleveland,   O. 
Garvin   Machine   Co.,    New   York. 
Merrell   Mfg.    Co.,    Toledo,    O. 
National   Machinery  Co..    Tiffin,   O. 


NATHAN 


FC.   CO. 


85  Liberty  St. 
NEW  YORK 


MaKers    of   MONITOR, 
SIMPLEX  and  NATHAN 


Western  Office,  485  Old  Colony  Bldg. 
CHICAGO 


Injectors  and  Lubricators  Specially  Constructed  for  High  Pressures 

—Grading  from  20  to  300  IBs. 

Nathan's  Sight  Feed  Lubricators   for  Cylinders  and  Air  Brakes. 
Steam  Fire  Extinguishers  for  Switching  and  Yard  Engines. 
Boiler  Washers,  Rod  and  Guide  Oil  Cups,  Etc. 

SEND  FOR  CATALOGUE 

Coole  Muffled  and  Plain  Pop  Safety  Valve 


Buffalo   Brake   Beam  Co. 


Patented    ••Special"  Section  and  Forged  Fulcrum 
Forged  Steel  Brake  Head. 

General  office,  30  Pine  Street  New  York 

St.  Louis  office  Lincoln  Trust  Building 

Works:        Buffalo  New  York 


Richardson 
Sight  Feed  Oil  Pumps 

For  Power  Plants.  For  Pumping  Stations. 
For  Steam  Wreckers.  For  one,  two,  or 
three  kinds  of  oil.  For  Gas  Engines.  For 
Air  Compressors.  For  Steam  Engines 
For  the  asking  catalogues,  imformation, 
etc.  For  those  who  want  the  best. 

Made  fcy  Oil  Pump  Specialists. 

Sight  Feed  Oil  Pump  Company. 

Milwaukee,  Wisconsin. 


FERGUSON  OIL  FURNACES 


Chicago 


The  Railway  Materials  Company 


New  York 


RAILWAY  SHOP  UP  TO  DATE 


19 


Hydraulic  Equipment 


Is  your  shop  equipped  with  all  the  latest 
up  to  date  Hydraulic  Machinery  and  appli- 
ances which  have  been  manufactured  for 
Railway  Use? 


We  have  a  full  line  of  Hydraulic  Jacks, 
Wheel  Presses,  Crank  Pin  Presses,  Pumps, 
Accumulators,  Valves  and  Fittings,  Bar 


Straighteners,  and  in  fact  all  Hydraulic 
Tools  that  are  used  by  Railroad  Men, 
and  every  tool  guaranteed  too. 

SEND  FOR  RAILROAD  CATALOGUE 

The  WATSON  STIUMAN  CO. 

Main  Office,  26  Cortlandt  St.,  NEW  YORK  CITY 
Branch  Office,  453  The  RooKtry,   -    CHICAGO,  ILL. 


Hanna  Instruments 

FULFILL  ALL 

RAILROAD  REQUIREMENTS 


/^\UR  Engineering  Instruments   give    better  re- 
sults   and    are    superior    in    every    respect, 
because  they  embody  the  best  principles  of  con- 
struction, material  and  workmanship. 


Write  for  our  Catalogue  fully 
illustrated  and  free. 


The  Hanna  Mfg.  Co, 

280  River  St.,  Troy,  N.  Y. 


Railway  Engineering' 

and  Maintenance  of  Way 

($1.OO  per  Year) 

Is  the  only  journal  published  entirely  de- 
voted to  railway  engineering  questions.  Its 
circulation  is  confined  to  engineering  and 
track  officials,  and  railway  contractors,  and 
in  the  past  year  has  shown  a  phenomenal 
growth.  The  Railway  Master  Mechanic  and 
Railway  Engineering  cover  separately  the 
two  departments  of  railroading,  a  field  oth- 
ers have  attempted  to  cover  with  one  journal. 
Our  plan  is  to  give  each  official  what  he 
wants— no  more»-=and  the  advertiser  buys 
no  "dead"  circulation.  The  success  of  the 
idea  affirms  our  judgment. 


20 


RAILWAY  SHOP  UP  TO  DATE 


THE  STANDARD  TOOL  GO 

MILLING    CUTTER* 


MADE  OF  EITHER 


Carbon  or  High  Speed  Steel 

Regular  Cutters  carried  in  stock. 
We  make  Special  Cutters  for  milling 

accurate  and  intricate  forms. 
Inserted  Blade  Cutters,  with  or  with- 
out high-speed  blades. 

Cleveland,  0.,  and  94  Reade  St.,  New  York 


^^^™^^^^^^^^^^^ 

Brown  Metallic  Window  Strip 


The  BEST  CAR  WINDOW  STRIP 
IN  THE  WORLD  2 


Absolutely  prevents  all  rattling  of 
windows,  and  is  air  and  dust  proof. 
All  metal  and  therefore  everlasting. 

FULLY   COVERED  BY   PATENTS 
SOLE  MANUFACTURERS 


METAL  PLATED  CAR  ©,  LUMBER  CO, 

17O    Broadway,    NEW  YORK   CITY 


COLD    PUNCHED 


AND 


HOT       PRESSED 

SQUARE  AND  HEXAGON 

For  Locomotive   Construction,  or   Shop  Use,  "Milton"  Nuts 
render  the  best  service  for  the  following  reasons: 

First     Because  of  their  SUPERIOR  QUALITY. 
Second     They  are  made  ACCURATE  TO  DIMENSIONS. 
Third     Their  General  Efficiency  REDUCES  LOSS  TO  A  MINI- 
MUM. 

TRY    US    WITH    A    TRIAL.    ORDER 

The  Milton  Manufacturing  Co. 

HILTON,  PENNSYLVANIA 


THe  UNIVERSAL  MOULDING  MACHINE 

A  Revolution  in  Machine  Moulding.      Two  Men 
will  turn  out  15  to  20  Large  Castings  an  Hour. 


PH.  BONVILLIAN  a  E.  RONCERAY 


PARIS.  FRANCE 


Jersey 


BUYERS'  GUIDE  —  Continued. 

Prentiss  Tool  &  Supply  Co.,  New  York. 
Queen   City  Machine   Tool  Co.,   Clncln- 

Sellers   &   Co.,   Wm.,   Philadelphia,   Pa. 

Stockbrldge     Machine     Co.,    Worcester, 
Mass. 

Warner   &    Swasey   Co.,    Cleveland,    O. 

Williams   Tool   Co.,   Brie,   Pa. 

Underwood,  H.  B.  &  Co.,  Philadelphia. 
Machinery   Paint. 

St.    Louis    Surfacer    &    Paint    Co.,    St. 

Louis,   Mo. 
Machinists'  Tools. 

Armstrong  Bros.    Tool   Co.,    Chicago. 

Diamond     Saw     &     Stamping     Works. 
Buffalo,   N.    Y.  _ 

Standard   Tool  Co.,   Cleveland,  O. 

Starrett  Co.,  The  L.  S.,  Athol,  Masr 
Main  Valves. 

American    Balance    Valve    Co., 

Shore,   Pa. 
Malleable   Iron   Draft  Arms. 

Gould  Coupler  Co.,  New  York. 
Malleable  Iron   Castings. 

Gould   Coupler   Co.,   New  York. 

National  Malleable  Casting  Co.,  Cleve- 

McCoriway  &  Torley  Co.,  Plttsburg,  Pa 

Western   Tool   &   Mfg.   Co.,   Springfield. 

Ohio. 
Measuring  Tapes. 

Hanna  Mfg.   Co.,   Troy,   N.   Y. 

Kolesch  &   Co..   New  York. 
Mercury   Vapor    Lamps. 

Cooper  Hewitt  Electric  Co.,  New  York. 
Melting    Furnaces,   Lead,   Portable. 

Macleod   &   Co.,   Walter,    Cincinnati,    O. 

Railway   Materials    Co.,    Chicago. 

Simpson,  W.  M.,   Chicago. 

Metal  Roof  Paint. 

St.    Louis    Surfacer    &    Paint    Co.,    St. 

Louis,   Mo. 
Metallic   Window  Strip. 

Metal  Plated  Car  &  Lumber  Co.,  New 

York. 
Metallic  Paint. 

St.    Louis      Surfacer   &   Paint   Co.,    g 

Lo»te,   Mo. 
Micrometers. 

Starrett   Co.,    L.    S.,   Athol,   Mass. 
Milling  Cutters  and  Cutter  Grinders. 

Becker-Brainard    Milling   Machine    Co.. 
Hyde    Park,    Mass. 

Standard  Tool  Co.,   Cleveland    O. 

Starrett  Co.,  The  L.  S..  Athol,  Mass. 
Milling   Machines. 

Becker-Brainerd    Milling    Machine    Co.. 
Hyde  Park,   Mass. 

Garvin  Machine  Co.,  New  York. 

Prentiss  Tool  &  Supply  Co.,  New  Yoik 

Sellers  &  Co.,  Wm.,  Philadelphia,  Pa. 
Mine    Car    Wheels. 

Vulcan  Iron  Works,  Wilkes  Barre,  Pa. 
Mine    Locomotives. 

Vulcan  Iron  Works,  Wilkes  Barre,  Pa 
Molders  Tools  and   Machines. 

Ph.    Bonvillian   &    E.    Ronceray,   Paris. 

Smith?Cej.     D.,     Foundry     Supply     Co.. 
Cleveland,   O. 

Monitor   Lathes. 

Garvin  Machine  Co.    New  York 
Mortlsers—  (See    Car   Shop   Machinery.) 


Mfg.    Co.,    Worce-ter. 
Mass. 
Mud    Ring    Drills. 

Foote-Burt   Co.,   Cleveland,   O. 
Nipple  Machines. 
Merrell  Mfg.  Co.,  Toledo,  O. 

Columbia  Nut  &   Bolt  Co.,   Bridgeport, 
Conn. 

Nut   Machines. 

Acme  Machinery  Co.,  Cleveland.  O. 

Ajax  Mfg.   Co.,  Cleveland,  O. 

National   Machinery  Co.,   Tiffin,    O. 
Nut  Tappers. 

Acme  Machinery  Co.,  Cleveland,  O. 

Landis    Machine   Co.,   Waynesboro.    Pa. 

National  Machinery  Co.,   Tiffin,  O. 

Williams  Tool  Co.,  Erie,  Pa. 
Nuts. 

Milton  Mfg.   Co.,  Milton,  Pa. 
Oil    Burning   Equipment  for   Locomotives. 

Best    American    Calorific    Co.,    W.    N., 

New   York. 
Oil   Cups. 

Milton  Mfg.  Co.,  Milton,  Pa. 
Oil   Furnaces. 

Best    American    Calorific    Co.,    W.    N., 
New   York. 

Railway   Materials   Co.,   Chicago. 

Rockwell  Engineering  Co.,  New  York. 

Simpson,   W.   M.,   Chicago. 
Oil   Pumps,  Locomotives. 

Sight   Feed   Oil   Pump   Co.,   Milwaukee, 
Wis. 


RAILWAY  SHOP  UP  TO  DATE 


21 


JACK  WILSON    VALVE 

Double  Admission  and  Exhaust 

Correctly  Balanced  Throughout  Stroke 

For  High  or  Low  Pressure 
With  a  Record  of  168,324  miles  without 

facing  Valve  Seats 

BOTH  TYPES  GUARANTEED  STEAM  TIGHT  FOR  PRESSURE  UP  TO  250  LBS. 

AMERICAN  BALANCE  VALVE  CO.  1SS£JH3t 


AMERICAN  -  PISTON  VALVE 

Running  over  Ports  WITHOUT  BRIDGES 
With  a  record  of  91,341  miles  without 

cost  and  in  perfect  condition 


Modern  Machinery 


IS  a  monthly  journal  devoted  to  iron  and  wood- 
working machinery,  steam,  gas  and  electric 
power,  shops,  tools,  machinery  and  supplies; 
the  best  practices  in  machine  construction  and 
design,  time  and  labor-saving  devices  and  all 
new  ideas  that  make  for  results  and  improv- 
ments  in  this  industry.  Its  circulation  is  among 
manufacturers  and  builders  of  machinery,  foremen, 
superintendents  of  shops,  machine  shop  owners 
and  progressive  machinists.  We  furnish  adver- 
tisers a  daily  news  service  free,  consisting  of 
inquiries  for  machinery  in  all  lines.  This  service 
alone  is  worth  what  the  advertising  costs. 

Ask  us  about  this. 


Crandall  Publishing  Co 


Security  Bldg. 
CHICAGO 


132  Nassau  Street 
NEW  YORK 


22 


RAILWAY  SHOP  UP  TO  DATE 


For  Stay  bolt  Cutting  and  General  Bolt  Work; 

The  Landis  Die 

IS  WITHOUT  AN    EQUAL.     Correct   Pitch  is 
Acquired  without   the   aid   of   a   Lead   Screw 


No  annealing,  bobbing,  re-tempering  or  grinding  in  the  throat 
ever  required.  Life  of  dies  many  times  that  of  any  others,  owing 
to  shape  and  manner  of  holding  same.  The  rake  is  flexible  and 
can  readily  be  ground  to  suit  kind  of  metal  to  be  cut.  The 
Landis  Die  possesses  all  the  good  features  found  in  any  other 
die  and  has  many  advantages  other  dies  cannot  have. 

LANDIS    MACHINE    CO. 

Manufacturers  of  Bolt  Cutting  and  Nut  Tapping  Machinery , 
Landis  Patent  Die  Head  WAYNESBORO,  PA. 


Poage  Style  D  Water  Crane 

Five  Foot  Vertical  Adjustment,      Three  Fool  Lateral  Movement, 
Non-Freezable;  No  Water  Wasted 

American  Valve  and  Meter  Company 

CINCINNATI,  OHIO 

Manufacturers 

Poage  Automatic  Water  Cranes,  Automatic  Shut-off  Inlet  Valves 

Tank    Valves,    Tank    Fixtures,    Economy    Switch    Stands 

(Ground  Throw)  Cincinnati  and  Acorn  Water  Meters 

Brass  Valves,  Unions,  Etc* 

Send  for  the  Pictures  and  Description 


If 

you 
want 
other 
books 

on 

Railway, 
Mechanical 

or 

Engineering 

Subjects 

write 

to 

us 

and 

we 

will 

furnish 

them 

to 

you. 
If 

you 
want 

to 

look 

over 

our 

list 

write 

for 

it 

and 

we 

will 

gladly 

send 

it. 


Crandall 

Publishing 

Company 

Chicago 

New  York 


BUYERS'  GUIDE— Continued. 

Oil   Pumps,  Tanks,   Etc. 

Bowser  &   Co.,   Inc.,    S.   F.(   Ft.   Wayne, 

Ind. 

National    Oil   Pump   &   Tank   Co.,   Day- 
ton, O. 

Oil    Systems   and   Outfits   for   Shops,    Etc. 
Bowser  &  Co.,   Inc.,  S.   F.,   Ft.  Wayne, 

Ind. 

.   National   Oil   Pump   &  Tank  Co.,   Day- 
ton,   O, 
Oils. 

Galena   Signal   Oil   Co.,   Franklin,   Pa. 
Oxide  of  Zinc. 

New  Jersey  Zinc  Co.,   New  York. 
Packing. 

Franklin  Mfg.   Co.,   Franklin,   Pa. 
Painting    Machines. 

Macleod  &   Co.,   Walter,   Cincinnati,   O. 
Paints. 
Detroit    Graphite     Mfg.     Co.,     Detroit, 

Mich. 

Heath   &   Milligan   Mfg.   Co.,   Chicago. 
Lucas  &  Co.,  John,  Philadelphia,   Pa. 
New  Jersey  Zinc  Co.,  New  York. 
St.    Louis    Surfacer    &    Paint    Co.,     St. 

Louis,    Mo. 
Paint    Brushes. 

Lucas  &  Co.,  John,   Philadelphia,  Pa. 
McKim   &   Co.,   Jno.,    Philadelphia,    Pa. 
Wolfe   Brush   Co.,   Pittsburg,   Pa. 
Paints,  Graphite. 
Detroit     Graphite     Mfg.     Co.,     Detroit,  ' 

Mich. 

Heath  &  Milligan  Mfg.  Co.,  Chicago. 
Lucas  &  Co.,  John,  Philadelphia,  Pa. 
St.  Louis  Surfacer  &  Paint  Co.,  St. 

Louis,   Mo. 
Paint,    Waterproof. 
St.    Louis    Surfacer    &    Paint    Co.,    St. 

Louis.   Mo. 

Pattern    Makers'   Machinery. 
American     Wood     Working     Machinery 

Co.,  New  York. 

Bentel   &  Margedant  Co.,   Hamilton,   O. 
Smith.    H.   B.   Machine   Co.,   Smithville, 

N.   J. 

Pillar  Cranes. 

Whiting   Foundry  Equipment  Co.,   Har- 
vey,  111. 
Pintsch   Gas. 
Safety    Car    Heating    &    Lighting    Co., 

New  York. 
Pipe. 

Spencer  Otis  Co.,   Chicago. 
Pipe    Coverings,    Asbestos. 

Franklin   Mfg.   Co.,   Franklin,    Pa. 
Pipe    Bending    Machinery. 
Stoever    Foundry    &    Mfg.    Co.,    Myers- 
town,   Pa. 

Pipe-Cutting  and  Threading  Machines. 
Acme  Mach.   Co.,   Cleveland,   O. 
Armstrong  Mfg.   Co.,   Bridgeport,   Conn. 
Foote-Burt   Co.,   Cleveland,    O. 
Merrell  Mfg.   Co.,   Toledo,   O. 
National   Machinery  Co.,   Tiffin,   O. 
Stoever   Foundry    &    Mfg.    Co.,    Myers- 
town,  Pa. 

Williams   Tool   Co.,    Erie,    Pa. 
Pipe  Joint  Cement. 

Detroit     Graphite     Mfg.     Co.,     Detroit, 

Mich. 
Pipe   Unions. 

Jefferson    Union    Co.,    Lexington,    Mass. 
Piston    Valves,    Balanced. 
American  Balance     Valve     Co.,     Jersey 

Shore,   Pa. 
Planer  Tools. 

Armstrong  Bros.   Tool  Co.,  Chicago. 
Western     Tool     &     Mfg.     Co.,     Spring- 
field, O. 
Planer  Jacks. 

Armstrong  Bros.    Tool   Co.,   Chicago. 
Planing   Machines,   Metal. 

Bentel   &  Margedant   Co..   Hamilton,   O. 
Planing    Machines,   Wood. 
American     Wood     Working     Machinery 

Co.,   New  York. 

Bentel  &  Margedant  Co.,   Hamilton,  O. 
Smith,    H.    B.    Machine    Co.,    Smithville. 

N.   J. 
Platforms,    Steel. 

Gould    Coupler    Co.,    New   York. 
Polishing   Oils. 
St.    Louis    Surfacer    &    Paint    Co.,     St. 

Louis,    Mo. 
Portable   Punches. 

Slocomb  &  Co.,  F.  F.,  Wilmington,  Del. 
Portable  Tool  and  Vise  Stands. 
Western   Tool   &   Mfg.    Co.,    Springfield, 

Ohio. 
Portable  Tools. 

Slocomb,  F.  F.  &  Co.,  Wilmington.  Del. 
Underwood,   H.   B.   &   Co.,   Philadelphia. 

Pa. 

Power   Hack  Saws. 

Diamond  Saw  &  Stamping  Works,  Buf- 
falo.  N.   Y. 
Power  Pumps. 
Bowser  &  Co.,   Inc.,    S.   P.,    Ft.    Wayne, 

Ind. 

Presses — Hydraulic. 
Watson-Stillman    Co.,    New    York    City. 


RAILWAY  SHOP  UP  TO  DATE 


23 


Durable  Paints  for  Railway 

Equipment 


THOROUGH  knowledge  of 
shop  practice,  exceptional  fa- 
cilities for  manufacture,  and 
experience  in  preparing  paints  to 
give   desired    service,  constitute 
three  good  reasons  for  using  the 


"D.G.flI."RAILWAY  Paints 

Write  for  Data  and  Color  Cards 
covering  paints  for 

STEEL    CARS 
FREIGHT   CARS 
TANK  CARS 
CANVAS   ROOFS 
METAL   ROOFS 
SIGNAL   APPARATUS 
TRUCKS 
CAR  FLOORS 
HAND  RAILS 


We  manufacture  Railway  standards 
and  meet  the  requirements  as  any 
specifications. 


DETROIT  GRAPHITE  MFG.  CO. 

DETROIT,  MICH. 


NEW  YORK 
BOSTON 


CHICAGO 
BUFFALO 


CLEVELAND 
ST.  LOUIS 


KANSAS  CITY 
ATLANTA 


24 


RAILWAY  SHOP  UP  TO  DATE 


THE  STANDARD  TOOL  Co. 

REAMERS  FOR  ALL,  PURPOSES 


All  Standard  Reamers  are  made  of  the  best  of  ma- 
terial, in  the  proper  way,  tc  the  correct  standards 
and  can  be  relied  on  for  Accuracy  and  Durability. 

CLEVELAND,    0.(    and    94   Reade   St.,   NEW    YORK 


You  Can  Always  Tell 


When  a  freight  car  begins  to  look  streaky  or 
dull  that  a  "cheap  mineral"  paint  has  been 
used  and  "doused"  with  a  Japan  oil  or  ben- 
zine. It  requires  painting  every  few  months, 
and  then  never  has  that  hard  gloss,  dirt-defy- 
ing surface  produced  when  using 

Sacul  Freight  Car  Color 

We  have  made  a  study  of  this  subject  and  are 
prepared  to  furnish  you  with  an  article  far  dif- 
ferent from  anything  you  have  ever  used. 

Sacul  Freight  Car  Color  will  last  five  times 

longer  than  any  other  freight  car  coating.  It 
is  a  tremendous  money  saver.  Why  not 
specify  it  in  your  next  requisition  ? 


John  Lucas  ®  Company 

PHILADELPHIA  NEW  YORK  CHICAGO 

BOSTON  SAN  FRANCISCO 


BUYERS'  GUIDE— Continued. 

Pressure  Regulating  Valves. 
Homestead   Valve   Mfg.   Co.,    Pittsburg. 

Pa. 
Pump   and   Throttle   Packing. 

Franklin  Mfg.  Co.,  Franklin,  Pa. 
Pumps,    Boiler  Test. 
Henderer's     A.     L.     Sons,     Wilmington, 

Del. 

Pumps,   Locomotive  Oil. 
Sight   Feed   Oil   Pump   Co.,    Milwaukee, 

Wls. 
Pumps,  Self  Measuring  for  Oil*,  Varnish, 

Paint  Oils,   Etc. 
Bowser  &  Co.,  Inc.,  S.   F.,   Ft.  Wayne, 

Ind. 

National    Oil   Pump   &    Tank   Co.,   Day- 
ton,   O. 

Punches,    Hydraulic. 
Henderer's    A.     L.     Sons,    Wilmington, 

Del. 

Slocomb  &  Co.,  F.  F.,   Wilmington,  Del. 
Watson-Stlllman   Co.,   New   York. 
Punches,   Portable. 

Slocomb,  F.  F.  &  Co.,  Wilmington,  Del. 
Watson-Stillman  Co.,   New   York. 
Punches,  Screw. 
Henderer's    A.     L.     Sons,    Wilmington, 

Del. 

Watson-Stillman   Co.,   New   York. 
Punching  and  Shearing   Machines. 
Cincinnati  Punch  &  Shear  Co.,  Cincin- 
nati,  O. 

Cleveland   Punch   &   Shear   Co.,    Cleve- 
land,  O. 

Watson-Stlllman  Co.,   New  York. 
Rail    Benders. 

Watson-Stillman   Co.,    New   York. 
Rail   Braces. 

Indianapolis  Switch  &  Frog  Co.,  Spring- 
field, O. 

Railroad   Equipment  and   Supplies. 
Diamond  Saw  &  Stamping  Works.   Buf- 
falo,  N.   Y  . 
Indianapolis  Switch  &  Frog  Co.,  S-prlng- 

fleld,  O. 

McCord  &  Co.,  Chicago. 
Railway  Shop   Machinery. 
American     Wood     Working     Machinery 

Co.,  New  York. 

Bentel  &  Margadant  Co..   Hamilton,  O. 
Cincinnati  Punch  &  Shear  Co.,   Cincin- 
nati,  O. 

Cleveland   Punch    &   Shear   Co.,    Cleve- 
land,  O. 

Foote-Burt  Co.,  Cleveland,  O. 
Greenlee   Bros.   &   Co.,    Chicago. 
Watson-Stillman    Co.,    New    York    City. 
Railway   Specialties. 

Farlow  Draft  Gear  Co.,  Baltimore.  Md. 
Rasps  and  Files. 

Nicholson  File  Co.,   Providence,   R.  I. 
Ratchet   Drills. 

Armstrong  Bros.    Tool   Co.,   Chicago. 
Standard  Tool  Co.,   Cleveland,  O. 
Reamers. 
McCrosky,    F.    B.    Mfg.    Co.,    Meadville, 

Pa. 

Standard   Tool   Co.,   Cleveland,    O. 
Western    Tool    &   Mfg.    Co.,    Springfield, 

Ohio. 
Reamers,    Pipe. 

Standard  Tool  Co.,   Cleveland,  O. 
Rivet    Headers. 

Acme  Machinery  Co..    Cleveland.   O. 
Ajax   Mfg.    Co.,    Cleveland.    O. 
National  Machinery   Co.,   Tiffin,    O. 
Riveting   Machines. 
Chambersburg  Engineering  Co.,   Cham- 

bersburg,   Pa. 

Watson-Stillman   Co.,   New   York. 
Rivet-Making   Machines. 

Ajax   Mfg.    Co.,   Cleveland,   O. 
Rolling    Mill    Machinery. 
Cincinnati  Punch  &  Shear  Co.,  Cincin- 
nati, O. 

Rolls,   Bending,   Straightening,   Etc. 
Cincinnati  Punch  &  Shear  Co..   Cincin- 
nati,  O. 

Cleveland    Punch   &   Shear  Co.,    Cleve- 
land, O. 
Roofing. 

Drake   &   Wiers  Co.,   Cleveland.   O. 
Stowell  Mfg.   Co.,  Jersey  City,   N.  J. 
Roofing,    Asbestos. 

Franklin   Mfg.    Co.,    Franklin,    Pa. 
Roof  Paints. 
Detroit     Graphite     Mfg.     Co.,     Detroit. 

Mich. 

Heath  &  Milligan  Mfg.  Co.,  Chicago. 
Lucas    &    Co.,    John,    Philadelphia,    Pa. 
St.    Louis    Surfacer    &    Paint    Co.,    St. 

Louis,   Mo. 
Roofing  Slates   and   Shingles,   Asbestos. 

Franklin  Mfg.    Co.,   Franklin,   Pa. 
Rules,  All   Kinds. 

Starrett  Co.,  L.   S..   Athol,  Mass. 
Rust   Proof   Paints — (See   Structural    Iron 

Paints). 
Sand   Paper. 

Baeder,   Adamson   &   Co.,    Philadelphia, 
Pa. 


RAILWAY  SHOP  UP  TO  DATE 


25 


MclNNES 


EXTRA 


STEEL 


The  Best  Tool  Steel 
for  Railroads 


MclNNES 


EXTRA 


HIGH  SPEED; 
STEEL 


"EASY  TO  WORK,  BUT  HARD  TO  BEAT 


MclNNES  "EXTRA"  for  turning 
all  kinds  of  material  at  "HIGH 
SPEED." 

MclNNES  CRUCIBLE  Tool  Steel 
for  Punches,  Dies  and  Chisels. 

We  furnish  all  our  Steels  well  an- 
nealed. 

We  not  only  Take  your  order,  but 
we  Fill  it,  out  of  our  well  assorted  stock 
in  our  warerooms. 

Our  new  Booklet,  "TOOL 
STEELS"  will  be  of  interest  to  you. 
May  we  send  it? 

We  make  all  kinds  of  steel  forgings. 
Mail  us  your  Blue  Prints  for  quotations. 


"The  Man  Behind  Mclnnes  Steels" 


ALEXANDER   MclNNES,  Sr. 
Originator  of  "Mclnnes"   Tool  Steels. 


MclNNES  STEEL  COMPANY,^ 


CORRY,  PENN.,  U.  S.  A. 


Agents — The  White  Tool  &  Supply  Co.,  Cleveland,  Ohio 
Qustave  H.  Schrock,  291  Pearl  St.,  New  York  City 
Roy  Machinery  Co.,  Minneapolis,  Minn. 


26 


RAILWAY  SHOP  UP  TO  DATE 


STAY  BOLT  TAPS 


We  manufacture  Spindle  Stay  Bolt  Taps  as 
shown,  also  Regular  Stay  Bolt  Taps  with  any 
length  of  Reamer,  Thread  or  Shank.  Standard 
Taps  cut  clean  threads. 

Cleveland,  0.,  and  94  Reade  St.,  New  York 


BUYERS'  GUIDE— Continued. 

Sand   Polishing   Machines. 
American     Wood     Working     Machinery 

Co.,  New  York. 
Sand   Blast  Apparatus. 
Smith,     J.     D.,     Foundry     Supply     Co., 

Cleveland,  O. 
Sand   Driers. 

Parkhurst  &  Wilkinson  Co.,  Chicago. 
Sand   Polishing   Machines. 
Bentel   &  Margedant   Co.,   Hamilton,   O. 
Smith.    H.     B.    Mach.     Co.,     Smithville, 

N   .J. 

Sash,   Window,   Strips,   Metallic. 
Metal   Plated   Car  &  Lumber   Co..    New 

York. 

Saw   Benches. 
American     Wood     Working     Machinery 

Co.,    New   York. 

Bentel   &   Margedant   Co.,   Hamilton,   O. 
Saws,    Hand,   Foot  and   Steam   Power. 
Marston    Co.,    J.    M.,    Boston,    Mass. 
Saw  Mandrels. 

American     Wood     Working     Machinery 

Co.,   New   York. 

Bentel   &  Margedant  Co..  Hamilton,   O. 
Smith,   H.   B.,   Machine   Co.,   Smithville, 

N.   J. 
Sawmill    Machinery. 

American     Wood     Working     Machinery 

Co.,   New  York. 
Greenlee  Bros.   &   Co.,   Chicago. 
Bentel  &  Margedant   Co..   Hamilton,   O. 
Smith,   H.   B..    Machine   Co..   Smithville, 

N.  J. 

Saws — Hack. 
Diamond     Saw      &     Stamping     Works. 

Buffalo,   N.   Y. 
Saws — Hack  Frames. 
Diamond     Saw     &     Stamping     Works, 

Buffalo,   N.   Y. 

Saws — Hack,    Power    Machines. 
Diamond      Saw      &      Stamping     Works, 

Buffalo,   N.   Y. 
Screw  Cutting   Die   Heads. 

Geometric  Tool  Co.,  New  Haven,  Conn. 
Screw   Machines. 
Garvln   Machine   Co..    New   York. 
Warner  &  Swasey  Co.,  Cleveland,  O. 
Self -Measuring   Oil   Tanks. 

Bowser,   S.   F.   &   Co.,   Ft.   Wayne,    Ind. 
Shapers. 

Queen   City   Machine   Tool   Co.,    Cincin- 
nati,  O. 
Stockbridge     Machine     Co.,    Worcester. 

Mass. 
Shears  and   Punches. 

Cincinnati   Punch  &  Shear  Co.,   Cincin- 
nati,   O. 

Cleveland    Punch    &    Shear    Co.,    Cleve- 
land,   O. 

Watson   &  Stillman  Co.,   New  York. 
Sheath  ings,  Asbestos. 

Franklin   Mfg.    Co.,   Franklin,   Pa. 
Shingles,   Asbestos. 

Franklin    Mfg.    Co.,    Franklin,    Pa. 
Shop   Lighting. 

Cooper-Hewitt  Electric  Co.,  New  York. 
Shop   Oil  Cabinets. 

Bowser,    S.   F.    &  Co.,    Ft.   Wayne,    Ind. 
Side   Bearings. 

Gould   Coupler  Co.,   New    York. 
Side  Tools. 

Armstrong  Bros.   Tool   Co.,    Chicago. 
Sight   Feed    Locomotive   Oil    Pumps. 
Sight    Feed   OH    Pump    Co.,    Milwaukee, 

Wis. 

Signal  Colors 

Lucas    &    <x>.,    John,    Philadelphia,    Pa. 
Detroit     Graphite     Mfg.     Co.,     Detroit, 
Mich. 


Heath  &  Milligan  Mfg.  Co.,  Chicago. 
Signal   Tower   Oil   Tanks. 

Bowser,    S.   F.   &   Co.,   Ft.   Wayne,    Ind. 
Side    Rules. 

Kolesch    &    Co.,    New    York. 
Slide  Valves. 

Amer.  Balance  Valve  Co.,  Jersey  Shore, 

Pa. 
Slotting    Tools. 

Armstrong  Bros.   Tool  Co.,   Chicago,   111. 
Smoke    Jacks,    Asbestos. 

Frankling   Mfg.    Co.,    Franklin,    Pa. 
Special    Machinery. 

Garvin    Machine    Co.,    New    York. 

Stockbridge    Machine    Co.,     Worcester, 

Mass. 
Special   Pipe  Machinery. 

Merrell    Mfg.    Co.,    Toledo,    O. 
Special   Railroad    Machinery. 

Nichols,  Geo.  P.  &  Bro.,  Chicago. 
Speed    Indicators. 

Starrett    Co.,    L.    S.,    Athol,    Mass. 
Speed    Lathes. 

Stockbridge    Machine    Co.,     Worcester, 

Mass. 
Spelter. 

New   Jersey  Zinc   Co.,    New   York. 
Spike   Machines   and    Shears. 

National  Machinery  Co.,  Tiffin,   O. 
Spring    Collers. 

Garvin    Machine    Co.,    New   York. 
Spring   Dampeners. 

McCord    &    Co.,    Chicago. 
Springs. 

Pittsburg    Spring    &    Steel    Co.,    Pitts- 
burg,  Pa. 
Spring   Steel. 

Mclnnes  Steel  Co.,  Corry,  Pa. 
Stand   Pipes. 

American   Valve  &   Meter  Co.,   Cincin- 
nati,   O. 
Staybolt    Machinery. 

Acme  Machinery  Co.,   Cleveland,    O. 

Foote-Burt    Co.,    Cleveland,    O. 

Landis   Machine   Co.,    Waynesboro,    Pa. 

National  Machinery  Company,  Tiffin,  O. 
Staybolt    Sleeves. 

Am.   Balance  Valve   Co.,   Jersey   Shore, 

Pa. 
Staybolt  Taps. 

Standard  Tool  Co.,  Cleveland,  O. 
Staybolt    Threading     Machines. 

Acme  Machinery  Co.,  Cleveland. 

Foote-Burt  Co.,   Cleveland,    O. 

National    Machinery    Co.,    Tiffin,    O. 
Staybolts,    Flexible. 

Flannery  Bolt   Co.,   Pittsburg. 
Steam    Couplers. 

Safety    Car    Heating    &    Lighting    Co., 

New   York. 
Steam    Hammers. 

Chambersburg  Engineering   Co.,   Cham- 

bersburg,    Pa. 
Steam    Traps    (Automatic,    Car    Service). 

Safety    Car    Heating    &    Lighting    Co., 

New  York. 
Steam   Valves. 

Homestead    Valve   Mfg.    Co.,    Pittsburg, 

Pa. 
Steel. 

Mclnnes   Steel  Co.,  Corry,  Pa. 
Steel    Axles. 

Cleveland     City     Forge     &     Iron     Co., 
Cleveland,   O. 

Mclnnes   Steel   Co.,   Corry,   Pa. 

Steel    Car    Paints. 
Detroit    Graphite      Mfg.      Co.,      Detroit, 

Mich. 

Heath    &   Milligan  Mfg.   Co..   Chicago. 
Lucas    &    Co..    John,    Philadelphia,    Pa. 
St.    Louis    Surfacer    &    Paint    Co..     St. 

Louis,  Mo. 


Steel    Castings. 

Chester  Steel  Castings  Co.,  Phila.,  Pa. 

Gould  Coupler  Co.,  New  York. 

McConway    &    Torley    Co.,     Pittsburg, 

Pa. 
Steel   Emery. 

Pittsburg    Crushed     Steel     Co.,     Pitts- 
burg,   Pa. 
Steel  Foundry  Equipment. 

Whiting  Foundry  Equipment  Co.,  Har- 
vey, 111. 
Steel    Lockers. 

Merritt  &  Co.,   Philadelphia. 
Steel    Platforms. 

Gould   Coupler  Co.,    New   York 
Steel,  Tool. 

Baldwin   Steel   Co.,   N.   Y.   City. 

Mclnnes  Steel  Co..   Corry,  Pa. 
Steel    Trucks. 

Bettendorf   Axle    Co.,    Chicago. 
Stocks   and    Dies. 

Armstrong   Manufacturing   Co.,    Bridge- 
port,  Conn. 
Storage  Batteries. 

Gould   Storage   Battery  Co.,   New  York. 
Storage  Systems  for  All    Kinds  of  Oil. 

Bowser  &   Co.,    Inc.,   S.    F.,   Ft.   Wayne, 

Ind. 
Structural    Iron    Paints. 

Detroit  Graphite  Co.,   Detroit,   Mich. 

Heath   &  Milligan  Mfg.  Co.,   Chicago. 

Lucas  &  Co.,  John,   Philadelphia. 

St.    Louis    Surfacer    &    Paint    Co.,    St. 

Louis,    Mo. 
Surfacers,    Coach   and    Locomotive. 

Heath   &    Milligan    Mfg.    Co.,    Chicago. 

Lucas  &  Co.,  John,  Philadelphia,   Pa. 

St.    Louis    Surfacer    &    Paint    Co.,    St. 

Louis,  Mo. 
Surveying    Instruments. 

Hanna   Mfg.    Co..    Troy,    N.    Y. 

Kolesch  &   Co.,  New  York. 
Swing   Saws. 

American    Wood     Working     Machinery 
Co.,   New  York. 

Bentel   &   Margedant  Co.,   Hamilton,    O. 

Smith,    H.     B.     Mach.     Co.,     Smithville. 

N.   J. 
Switches   &   Swltchstands. 

Indianapolis       Switch      &       Frog      Co., 

Springfield,   O. 
Tanks. 

American   Valve   &  Meter   Co.,    Cincin- 
nati,  Ohio. 
Tanks  and  Pumps,  Oil  Storage. 

Bowser  &   Co.,   Inc.,    S.    F.,   Ft.   Wayne. 

National   Oil   Pump   &   Tank   Co..    Day- 
ton.   O. 
Tank   Valves,    Locomotive. 

American    Valve   &   Meter   Co.,    Cincin- 
nati,   Ohio. 
Tapping   and   Reaming   Machines. 

Garvin   Machine    Co.,    New   York. 
Taps  and  Dies. 

Geometric  Tool  Co.,  New  Haven.  Conn. 

Standard  Tool  Co.,  Cleveland,   O. 
Taps,   Collapsible. 

Geometric  Tool  Co..  New  Haven,   Conn. 
Taps,   Pipe. 

Standard   Tool  Co.,   Cleveland,  O. 
Tender   Trucks. 

Bettendorf  Axle  Co.,   Davenport,   la. 
Tenoning    Machines. 

(See    Wood    Working    Machinery.) 
Threading    Machines,    Pipe. 

Armstrong  Mfg.   Co.,  Bridgeport,   Conn. 

Merrell    Mfg.    Co.,    Toledo,    O. 
Threading    Tools. 

Armstrong   Bros.     Tool      Co.,     Chicago, 

Landis  Machine  Co.,  Waynesboro,   Pa. 
Three-Way  Valves. 

Homestead    Valve    &    Mfg.    Co.,    Pitts- 
burg,   Pa. 
Tire   Heating   Apparatus. 

Macleod  &   Co..   Walter^.  Cincinnati,   O. 

Railway  Materials  Co.,   Chicago. 

Simpson.    W.    M.,    Chicago. 

Wells  Light  Mfg.  Co.,  New  York. 
Tool    Grinders. 

Armstrong  Bros.   Tool   Co.,   Chicago. 
Tool    Holders. 

Armstrong  Bros.   Tool  Co.,   Chicago. 

Western  Tool  &  Mfg.  Co.,  Springfield,  O. 
Tool    Posts. 

Armstrong  Bros.    Tool   Co.,    Chicago. 
Tool   Stands. 

Western  Tool  &  Mfg.  Co.,  Springfield,  O 
Tool   Steel. 

Baldwin   Steel   Co.,   New   York. 

Mclnnes  Steel  Co.,   Corry,  Pa. 
Tool    Steel    Forgings. 

Mclnnes   Steel  Co.,   Corry,   Pa. 
Tools   for    Machinists. 

McCrosky,    F.    B.    Mfg.    Co.,    Meadvllle. 
Pa. 

Mclnnes   Steel   Co.,   Corry  Pa. 

Standard   Tool   Co.,    Cleveland,   O. 
Track    Bolt    Headers. 

National  Machinery  Co.,    Tiffin,    O. 

Track    Drills. 

Baldwin  Steel  Co.,  New  York. 
Mclnnes  Steel  Co..  Corry,  Pa. 
Standard  Tool  Co.,  Cleveland.  O. 


RAILWAY  SHOP  UP  TO  DATE  27 


Books  for  Railway 

Shop  Men 


Y V  7E  carry  the  largest  stock  of  mechanical  and  technical 
books  in   the  United  States,  and  have  unequalled 
facilities  for  promptly  supplying  any  book  published. 

We  issue  catalogues  describing  the  authorities  on  Loco- 
motive  Running  and  Shop  Work,  Foundry  and  Forge  Prac- 
tice,  Car  Building  and  Painting,  Boiler  Design  and  Construe- 
tion,  Handling  of  Electrical  Machinery,  and  Mechanical  and 
Technical  Hand  and  Shop  Books,  which  we  supply  gratis 
on  application,  and  solicit  inquiries  on  all  works  relating  to 
these  or  other  mechanical  branches. 


D.  VAN  NOSTRAND  COMPANY 

Publishers  and  Booksellers 

23  MURRAY,  and  27  WARREN  STS.,  NEW  YORK. 


28 


RAILWAY  SHOP  UP  TO  DATE 


Track   Tools. 

Mclnnes  Steel   Co.,   Corry,    Pa. 
Track  Wrenches. 

Goes   Wrench   Co.,   Worcester,   Mass. 
Transfer  Cranes. 

Whiting  Foundry  Equipment  Co.,  Har- 
vey, 111. 

Transfer  Tables. 

Nichols,   Geo.    P.   &   Bro.,   Chicago. 
Whiting  Foundry  Equipment  Co.,  Har- 
vey, m. 
Trap    Door    Rigging. 

Gould    Coupler    Co.,    New    York. 
Transmission    Machinery. 

Sellers  &  Co.,  Wm.,   Philadelphia,   Pa. 
Triple   Drum    Sanders. 
Smith,    H.    B.    Mach.     Co.,    Smlthvllle, 

N.    J. 

Trucks,   Cars  and   Barrows. 
Smith,    J.     D..     Foundry      Supply     Co., 

Cleveland,    O. 
Truck   Bolsters. 

Bettendorf   Axle   Co.,    Chicago. 
Turnbuckles. 

Cleveland  City  Forge  &  Iron  Co.,  Cleve- 
land.   O. 

Turning    Lathes. 
American    Wood     Working     Machinery 

Co.,   New  York. 

Bentel  &  Margedant  Co.,  Hamilton,   O. 
Garvin  Machine  Co.,   New. York. 
Prentiss     Tool     &     Supply     Co.,     New 

York. 
Smith,     H.     B.     Mach.    Co.,     Smithville, 

N.   J. 

Turn  and  Transfer  Tables. 
Nichols,  Geo.  P.  &  Bro.,  Chicago. 
Sellers   &   Co.,   Wm.,   Philadelphia,    Pa. 
Whiting  Foundry  Equipment  Co.,   Har- 
vey, 111. 
Turntable  Tractors. 

Nichols,  Geo.  P.  &  Bro.,  Chicago. 
Turret  Lathes. 
Bullard   Machine   Tool   Co.,    Bridgeport, 

Conn. 

Garvin  Machine  Co.,   New  York. 
Prentiss  Tool  &  Supply  Co.,  New  York. 
Warner  &  Swasey  Co.,  Cleveland,  O. 


Twist  Drills  and   Reamers. 

Mclnnes   Steel   Co.,    Correy,    Pa. 

Standard  Tool    Co.,   Cleveland,    O. 
Uncoupling  Brackets. 

Gould  Coupler  Co.,   New  York. 
Unions,    Pipe. 

Jefferson  Union  Co.,  Lexington,   Mass. 
Universal    Forging    Machines. 

Ajax  Mfg.  Co.,  Cleveland,   O. 
Upsetting    and    Forging    Machines. 

Acme   Machinery  Co.,   Cleveland,   O. 

Ajax  Mfg.  Co.,   Cleveland,   O. 

The  National  Machinery  Co.,   Tiffin,  O. 

Williams  Tool  Co.,   Erie,   Pa. 
Valve   Grinding    Material. 

Pittsburg    Crushed     Steel     Co.,     Pitts- 
burg,   Pa. 
Valve    Millers. 

Warner  &  Swasey  Co.,   Cleveland,   O. 
Valves. 

American    Balance    Valve    Co.,    Jersey 
Shore,  Pa. 

American   Valve   &   Meter   Co.,    Cincin- 
nati, O. 

Homestead   Valve   Mfg.    Co.,    Pittsburg, 

Pa. 
Valves,   Main   Balanced. 

American    Balance    Valve    Co.,    Jersey 

Shore,    Pa. 
Vapor   Lamps,    Mercury. 

Cooper  Hewitt  Electric  Co.,   New  York. 
Varnish   Remover. 

Ellis-Chalmers   Co.,   Dedham,    Mass. 

Lucas    &   Co.,    John,    Philadelphia,    Pa. 

Parrott  Varnish  Co.,   Bridgeport,  Conn. 
Varnishes. 

Anglo-American   Varnish   Co.,    Newark. 
N.   J. 

David    B.     Crockett     Co.,      Bridgeport, 
Conn. 

Heath   &  Milligan  Mfg.    Co.,   Chicago. 

Lucas   &  Co.,   John,    Philadelphia. 

Parrott  Varnish  Co.,    Bridgeport,   Conn. 
Vertical  Spindle   Milling   Machines. 

Garvin  Machine  Co.,   New  York. 
Ventilators. 

Globe    Ventilator    Co.,    Troy,    N.    Y. 
Vestiblues. 


Gould  Coupler  Co.,  New  York. 
McConway    &    Torley     Co.,     Pittsburg. 
Pa. 

Vises,   Pipe. 
Henderer's    A.    L.     Sons,     Wilmington, 

Del. 

Vises,   Quick   Acting. 

Armstrong  Manufacturing   Co.,   Bridge- 
port, Conn. 

National    Machinery    Co.,    Tiffin,    O. 
Vise   and   Tool   Stands. 
Western    Tool   &   Mfg.    Co.,    Springfield, 

Ohio. 
Washer   Machines. 

The   National  Machinery  Co.,   Tiffin,    O. 
Waste,  Wool   and  Cotton. 

Franklin   Mfg.   Co.,    Franklin,   Pa. 
Water  Columns. 

American   Valve    &   Meter   Co.,    Cincin- 
nati,  Ohio. 
Water   Tanks. 

American   Valve   &   Meter  Co.,    Cincin- 
nati,   O. 

Weighing    Apparatus,    Portable,    for   Cars 
and   Locomotives. 

Macleod  &   Co.,  Walter,    Cincinnati,   O. 
Wheel    Presses. 
Chambersburg  Engineering  Co.,  Cham- 

bersburg,   Pa. 

Sellers   &   Co.,    Wm..    Philadelphia,    Pa. 
Window    Strip,    Metallic. 
Metal  Plated  Car  &   Lumber  Co.,  New 

York. 

Woodworking     Machinery. 
American  Woodworking  Machinery  Co., 

New  York. 

Bentel   &  Margedant   Co.,   Hamilton,   O. 
Greenlee  Bros.   &  Co.,   Chicago. 
Marston    Co.,    J.    M.,    Boston,    Mass. 
Smith,    H.     B.     Mach.    Co.,     Smlthvllle. 

N.    J. 
Wrecking    Lights. 

(See  Contractor's  Lights.) 
Wrenches. 

Armstrong  Mfg.   Co..   Bridgeport,   Conn. 
Coes    Wrench    Co.,    Worcester,    Mass. 
Zinc    and    Zinc    Oxide. 
New   Jersey   Zinc   Co.,   New   York. 


TWIST  DRILLS 


We  make  Taper  and  Straight  Shank  Drills  of  either 
Carbon  or  High  Speed  Steel.  All  kinds  of  drills  to  fit 
track  drilling  machines,  such  as  Buda,  Paulus, 
Thompson,  etc.  Also  Ratchet  Shank  Drills. 

Cleveland,  0.,  and  94  Reade  St.,  New  YorK 


Railway 
Master  Mechanic 


ONE  YEAR 


ONE    DOLLAR 


JOHN  McKIM  £  GO, 


(Established  1825) 
Successors  to  OEO.  W.  METZ  &  SONS 


BRUSH  MANUFACTURERS 

for  Railroads,  Factories,  Institutions,  Churches, 
Schools,  Stores,  Offices,  Homes. 

131  North  Tenth  Street,  Philadelphia,  Pa, 


FERGUSON  OIL  FURNACES 


Chicago 


The  Railway  Materials  Company 


New  York 


RAILWAY  SHOP  UP  TO  DATE 


29 


WOOD  WORKING 
TOOLS 

For  Car  and  Railroad  Shops 


Heavy  Car  Timber 
Boring,  Sawing,  Ten- 
oning,  Gaining, 
Grooving,  Mortising, 
Moulding,  Planing 
and  Matching  Ma- 
chines, Timber  Dress- 
ing Machines,  Uni- 
versal Woodworkers, 
etc.,  all  of  the  latest, 
new  and  superior  de- 
sign. 


Pull  Description  and  Prices  Upon  Application 

THE  BENTEL  &  MARGEDANT  GO. 

HAMILTON,  OHIO,  U.  S.  A. 


I»i£  Original  Neutral  Paint 
and  Varnish  Remover 


I1ENOID 


TRADE  MARK 


TT  AS  been  found  by  up  to  date  railway 
•*•  •*•  shops  of  the  country  to  have  no  equal 
in  quickness  of  action,  power  of  penetration 
and  lack  of  all  the  disagreeable  features 
characteristic  of  the  ordinary  kind  of 
remover. 


MANUFACTURED  ONLY  BY 


Ellis=Chalmers  Co, 

100  William  Street,    NEW  YORK  CITY. 


BecKwitH-Chandler   Co. 

MANUFACTURERS   OF 

HIGH-GRADE  VARNISHES 


NEWARK,  N.  J. 
2O1  EMMETT  STREET 


NEW  YORK 
32O  FIFTH  AVENUE 


HOLMES'  METALLIC  PACKING 


ORDER  IT 


//  you  want 
Packing  that 
lasts  and. 
saves  Contin* 
ual  Packing 
Bills. 

Guaranteed  5  years. 
30  Days'  Trial.  Less 
Oil.  No  Friction  on 
the  Rod. 

ffo    Pay   Unless 
Satisfactory 

Beware   of 
Imitator* 

Holmes'  Metallic  Packing  Co. 

WILKES-BARRE.   PA. 


The 

Standard 

Refrigerator  Car 

Hair  Felt 

INSULATION 


Baeder  =  Adamson  &  Co. 

PHILADELPHIA 

NEW  YORK  BOSTON  CHICAGO 


30 


RAILWAY  SHOP  UP  TO  DATE 


THE    WARNER   &   SWASEY   COMPANY 


CLEVELAND,  OHIO,  U.  S.  A. 

NEW  YORK  OFFICE:   Singer  Building,    149   Broadway. 


Hollow  Hexagon  Turret  Lathes 


Turret  Screw  Machines 


Brass-working  Machine  Tool» 


No.  2  Machine.  23ix24 


HOLLOW  HEXAGON  TURRET  LATHES 


Every  modern  facility  for  the  rapid  and  accurate  production  of  lathe  work  provided. 
Built  in  four  sizes — i$4x\8,  2^4x24,  3^x36  and  4^8x36  inches. 

See  also  Turret  Screu  Machines,  Universal  Turret  Lathes  and  Plain  Turret  Lathes,  pages  31,  32,  33 


No.  4  Machine,  4V»x36" 


RAILWAY  SHOP  UP  TO  DATE 


31 


THE   WARNER   &   SWASEY   COMPANY 


CLEVELAND,  OHIO,  U.  S.  A. 

NEW  YORK  OFFICE:  Singer  Building,    149  Broadway. 


Hollow  Hexagon  Turret  Lathes 


Turret  Screw  Machines 


Brass-working  Machine  Tools 


No.  4  Machine — Capacity:    I  ^  inch  bar  stock:  1 4  inches  twins 


TURRET  SCREW  MACHINES 

New  designs:     Automatic  Chuck  and  Bar  Feed — Geared  Feeds;  positive;  changeable  instantly 

—Independent  Stops  for  turret.      Great  strength  and  rigidity. 
Built  in   eight   sizes     5/8  to   35  s  capacity,  bar  stock;  10  to  20  inch  swing. 

See  also   Hollow   Hexagon    Turret   Lathes,    Universal    Turret   Lathes,    and  Plain    Turret  Lathes,    pages  30,  32,  33 


No.  8  Machine — Capacity:  3?g  inch  bar  stock:  20  inches  swing 


32 


RAILWAY  SHOP  UP  TO  DATE 


THE   WARNER   &   SWASEY   COMPANY 


CLEVELAND,  OHIO,  U.  S.  A. 

NEW  YORK  OFFICE:  Singer  Building,    149  Broadway. 


Hollow  Hexagon  Turret  Lathes 


Turret  Screw  Machines 


Brass- working  Machine  Toolf 


18-inch  Swing 


UNIVERSAL  TURRET  LATHES 

Especially  adapted  for  general  manufacturing  work,  repair  parts  etc.,  in  brass  and  iron. 

Built  in  sizes  1 6  to  24  inch  swing. 

See  also  Hollow  Hexagon  Turret  Lathes,  Turret  Screw  Machines  and  Plain  Turret  Lathes,  pages  30,  31 ,  33 


RAILWAY  SHOP  UP  TO  DATE 


33 


THE   WARNER   &   SWASEY   COMPANY 


CLEVELAND,  OHIO,  U.  S.  A. 

NEW  YORK  OFFICE:  Singer  Building,    149  Broadway. 


Hollow  Hexagon  Turret  LatJ 


Turret  Screw  Machines 


Brass-working  Machine  Tools 


16-inch  Machinr  with  Geared-rricn'on  Head,  Cut-off  and  Independent  Adjustable 
Stops  for  Turret. 


TURRET  LATHES—FOR  BRASS  AND  IRON  WORK 

Built  in  a  variety  of  styles  and  sizes,  particularly  adapted  for  the  manufacture  of  Valves  and 
Cocks  as  well  as  other  duplicate  parts  in  bras    and  iron. 

See  also  Hollow  Hexagon  Turret  Lathes,  Turret  Screw  Machines  and  Universal  Turret  Lathes,  Pages  30,  3 1 ,  32. 


1 6-inch  Machine  with  Plain  Head,  Automatic  Chuck,  Cutt-off  Forming  Attachment 
and  Independent  Adjustable  Slope  for  Turret. 


34 


RAILWAY  SHOP  UP  TO  DATE 


Standard  Arch  Bar  Drill 

Built  in  two  sizes,  six  and  eight  spindles.  Designed  and  built 
with  great  care,  with  absolute  rigidity  a  feature.  Cross  Rail, 
Uprights  and  Table  of  heavy  section  throughout  to  prevent 
deflection  under  cut,  occasioned  by  the  fact  that  all  the  drills 
are  fed  through  the  Arch  Bar  simultaneously. 

Miter  Gears  are  all  forged  with  Planed  Teeth,  are  of  large  pro= 
portions,  securely  housed  in  bearings  which  are  a  part  of  the 
spindle  head,  depending  in  no  way  for  support  upon  driving 
shafts  or  spindles. 

Table  well  supported  between  housings,  fed  through  Rack  and 
Pinion  under  center  line  of  spindles. 

Feed  is  positive  and  powerful,  through  gearing  provided  with 
automatic  knock  off  at  any  desired  point. 

Machine  is  susceptible  to  minor  changes  to  meet  practically  any 
Arch  Bar  proposition. 

Full  specifications  and  details  cheerfully  furnished. 

The  Foote=Burt  Company,  Makers 

CLEVELAND,  OHIO 


RAILWAY  SHOP  UP  TO  DATE 


35 


No.  5  Independent  Feed  Drill 


Spindles  adjustable  along  the  rail  for  different  center  distance.  Any  one  or  number  of  spindles  can  be 
thrown  out  by  means  of  individual  clutch  while  the  machine  is  in  operation,  overcoming  the  necessity  of 
stopping  all  the  spindles  if  but  one  or  a  part  of  the  drills  need  attention.  Closest  centers  between  any  two 
heads,  8  inches.  Outside  spindles  when  adjusted  to  greatest  center  distance,  97  inches.  Power  feed  to  spindles 
>,f  12  inches  with  automatic  knock-off.  Table  adjusts  vertically  on  uprights  14  inches.  Maximum  distance 
nose  of  spindle  to  top  of  table,  26  inches.  Width  of  table,  24^  inches. 

For  railroad  shop  use,  we  generally  equip  this  tool  with  arch  bar  fixtures  as  shown  in  cut,  and  when  so 
furnished,  we  can  give  an  output  of  drilled  arch  bars  nearly  equal  to  any  standard  arch  bar  drill  in  the 
market.  At  the  same  time  the  user  has  a  machine  that  can  be  used  on  any  other  class  of  drilling,  running  6 
spindles  with  one  operator  on  brake  levers,  truck  frames,  steam  chest  covers  and  general  car  and  locomo- 
tive work,  cutting  the  piece  cost  of  drilling  from  a  single  spindle  drill  with  one  operator  to  the  output  of  6 
spindles  with  same  operator. 

Built  in  various  sizes  to  meet  the  general  conditions  of 
Locomotive  and  Car  Shop  work 


We  would  like  to  tell  you  of  some  of  the  roads  using  these  tools. 
A  card  will  bring  you  complete  details. 

FOOTE-BURT  COMPANY  Makers 

CLEVELAND,  OHIO 


36 


RAILWAY  SHOP  UP  TO  DATE 


Stop  Breaking  Drills! 

This  drill  of  ours  has  a  capacity  up  to  and  including 
2% -in.  high  speed  drills,  to  their  full  cutting  capacity 
in  steel,  without  splitting  the  drill.  The  reason  for 
this  is  that  the  machine  is  extremely  rigid  and  there 
is  absolutely  no  deflection  between  the  nose  of  spindle 
and  the  table. 

The  No.  25  High  Duty  Drill 

does  not  allow  the  drill  to  dig  in  and  take  two  or 
three  times  the  feed  it  is  capable  of,  which  results 
in  breakage.  It  gets  the  full  efficiency  out  of  any 
drill,  either  high  speed  or  carbon,  up  to  the  capacity 
of  its  cutting  edge.  Built  in  sizes  24  in.,  36  in.  and 
44  in.;  and  there  are  a  lot  of  good  interesting  facts 
about  these  tools  that  are  yours  for  the  asking. 


The  FOOTE-BURT  COMPANY 


CLEVELAND,  OHIO 


BACK  GEARED  AND   RIGHT  ANCLE   DRIVE 


THE 

RELIANCE 
Bolt  Cutter 

There  is  a  reason  why  this  is 
such  a  satisfactory  machine, 
and  a  lot  of  this  reason  is  in  the 

Die  Head 

We  will  gladly  give  you  some 
facts  worth  having  about  this 
tool. 

Built  in  all  standard  sizes 

TheFoote=BurtCo. 

(Maker.) 

CLEVELAND,  OHIO 


RAILWAY  SHOP  UP  TO  DATE 


37 


Mud  Ring  and  Flue  Sheet  Drill 

These  machines  provided  with  auxiliary  cross  rails,  which  are 
movable  on  the  main  cross  rail,  on  which  are  mounted  a  suitable 
number  of  drilling  heads,  easily  adjustable  to  any  multiple  of  the 
rivet  spacing  in  Mud  Rings  or  Flue  Sheet  Holes  in  Flue  Sheet 
and,  by  the  movement  of  auxiliary  cross  rails  latterly  and  cross 
movement  of  the  table,  the  complete  layout  in  this  class  of  work 
is  completed  without  individual  udjustment  of  spindles.  Each 
spindle  has  independent  power  feed  automatically  knocked  off  at 
any  desired  point,  or  disconnected  by  operator  without  stopping 
machine  or  interfering  with  any  of  the  other  spindles. 

Furnished  in  sizes  suitable  for  both  Mud  Ring  and  Flue  Sheet  work 
or  specially  adapted  for  either. 


Complete  Details  Promptly  Furnished 


THE,   FOOTE-BURT   COMPANY 


(MAKERS) 

CLEVELAND,    OHIO 


38 


RAILWAY  SHOP  UP  TO  DATE 


Forging'  Machinery 


FOR 


The  Forge  Shop 


AJAX  No.  9  BULLDOZER,  REVERSIBLE  CROSS  HEAD 
Ajax  Bulldozers  Built  in  Sizes  from  No.  3  to  No.  12 


AJAX  UPSETTING  AND  FORGING  MACHINE-MOTOR  DRIVEN 

Built  in  Sizes  from  ^  in.  to  6  in. 

MAKING  MACHINERY  FOR  MAKING  FORCINGS  IS  OUR  SPECIALTY. 

•WRITE  US  FOR  ILLUSTRATED  BOOK  OF  FORCINGS. 

THE  AJAX  MFG.  CO.,    Cleveland,  Ohio 


New  York  Office,  149  Broadway 


Chicago  Office,  621  Marquette  Bldg. 


RAILWAY  SHOP  UP  TO  DATE  39 


CLEVELAND  CITY  FORGE  &  IRON  CO. 

FORCINGS 

OF  ALL   KINDS 

For  Cars,  Locomotives  and  Machinery 

THE  LARGEST  MAKERS  OF 


Perfect  Turnbuckles 

IN  THE  WORLD 


Clevis  Nuts,  Brake  Jaws,  Pins, 
Drawbar  Yokes,  Upset  Rods  Etc. 

CLEVELAND  CITY  FORGE  &  IRON  CO 

CLEVELAND,    OHIO 


40 


RAILWAY  SHOP  UP  TO  DATE 


GAD  VIM  MILLING 
/\KVlIl   MACHINES 

Especially  Adapted  for  Railroad  Shop  Work 


QARV1N  No.  2-A  UNIVERSAL  MILLING  MACHINE. 
We  build  four  sizes  of  Universal*,  and  seven  sizes  of  Plain  .Tilling  Machines  Belt  or  Hotor  Driven. 

WRITE  FOR  CATALOG 


Special 
Advantages 

Direct   constant   feed. 
Power  doubled. 

SOLID  TOP™SS?KIIEE 

Thirty  per  cent,  more  grip  of 
knee  on  main  frame. 

Square  lock  and  taper  gib  sad- 
dle fit  on  knee. 

No  jamming  under  heavy 
overhung  loads. 

Dividing  Head  with  quick  in- 
dex. 

Cuts  all  numbers  to  150. 

All  even  numbers  and  by  five 
to  300. 

All  numbers  by  three  to  360. 
Deep,  wide  table. 
Large  table  feed  screw. 

Steady  feed  noticeable  in  cut- 
ting spirals. 

Spindle  speeds  in  geometrical 
progression. 

Range  from   8   to   440  rev. 

Heavily  back  geared. 

Positive  drive  to  arbor. 

Arbor  forced  in  or  out  by 
screw  rod. 

Elevating  screw  telescoping 
and  ball  thrust. 

No  hole  needed  in  floor. 

Fine  positive  feeds  from  spin- 
dle. 

Fast  feeds  from  countershafts. 

Instantaneous   changes. 

Ten  slow  and  ten  fast. 

Steel  change  gears  in  oil  bath. 

Safety   shear  pin. 

Feeds  in  all  directions,  table 
in  and  out,  and  up  and  down. 

Range  from  .004  inches  per 
turn  to  12  inches  per  minute 

Start,  stop  and  reverse  all 
feed  motions  by  one  handle. 

Table  swivels  clear  around,  in 
line  with  spindle,  on  Uni- 
versals. 

Interchangeable  hand  wheels 
on  knee. 

Micrometer  reading  to  all 
feeds. 

Hammered,  crucible  steel  spin- 
dles. 


THE  GARVIN    MACHINE    CO. 


SPRING  AND  VARICK  STREETS, 


NEW  YORK  CITY. 


AGENTS— Chicago,  Cleveland  and  Detroit,  Manning,  Maxwell  &  Moore.  Providence,  Thornton  Machinery  Co.  Boston,  Thos. 
Crowther  &  Co.,  170  Oliver  St.  Philadelphia,  E.  L.  Fraser,  622  Arch  St  San  Francisco,  J.  L.  Hicks,  967  Howard  St. 
Los  Angeles,  L.  Booth  &  Son,  262  S.  Los  Angeles  St.  Charlotte,  N.  C.,  Textile  Mill  and  Supply  Co.  Mexico,  Manning, 
Maxwell  &  Moore,  Apartado  416 


RAILWAY  SHOP  UP  TO  DATE 


41 


Philadelphia,  Pa. 


Modern  Machine  Tools 


Among  the  Tools,  etc.,  of  our  manufacture  which  should  be  in  every  Railway  Shop  Up  to  Date, 
the  following  are  particularly  commended: 

OUR  NEW  DRIVING  WHEEL  LATHE  WITH  TURRET  RESTS 

OUR  NEW  "DOUBLE  HEAD"  AXLE  LATHE  WITH  SPECIAL  DRIVERS 

OUR  NEW  CAR  WHEEL  BORING  MILL  WITH  AUTOMATIC  CHUCK  AND  AUTOMATIC  CRANE 

OUR  NEW  ROD  DRILLING  MACHINE 

OUR  NEW  PLANING  MACHINES    WITH    PNEUMATIC    CLUTCHES,    OR    WITH    SHIFTING 
BELTS,  AS  PREFERRED 

OUR  NEW  LOCOMOTIVE  CYLINDER  BORING  MACHINE 
OUR  NEW  LONG  STROKE  STEAM  HAMMERS 
OUR  TOOL  GRINDING  AND  DRILL  GRINDING  HACHINES 
OUR  SYSTEM  FOR  THE  TRANSMISSION  OF  POWER 
OUR  INJECTORS  FOR  LOCOMOTIVES 


42 


RAILWAY  SHOP  UP  TO  DATE 


24=Inch  Stockbridge  GSXJ  Crank  Shaper 


MOTOR     CONNECTED 


"IT'S    A    WORKER" 

SOME   SPECIAL   FEATURES: 

STOCKBRIDGE  PATENT  (TWO-PIECE)  CRANK  MOTION  gives  to  all  Stockbridge  Shapers  an  even  cutting  speed  thru  the 
entire  length  of  cut,  with  a  quick  return  of  between  three  to  four  times  the  cutting  speed. 

AUTOMATIC   DOWN    FEED  TO    HEAD   is  absolutely  "Fool  Proof"   and  positive. 

AUTOMATIC  CROSS   FEED   TO  TABLE   in  either  direction. 

TELESCOPIC  SCREW  with  ball  thrust  bearings  for  raising  and  lowering  table. 

RAM   that  can  be  set  and  adjusted  to  any  length  of  stroke. 

ADJUSTMENTS    can    all    be    made    while    the    machine    is    in  operation. 

TAPER    PACKINGS    adjusted    from    either    end    by    means    of  screws   to   take   up  all  wear  and  assure  perfect  alignment. 

TABLE  SUPPORT  that  supports.  This  Table  Support  is  automatically  adjusted  to  the  different  heights  of  table  and  gives 
a  bearing  the  entire  length  of  table. 

MICROMETER   COLLARS   graduated   to    read   to  one   thousandths  of   an   inch. 

The  above  cut  shows  motor  arrangement  with  our  Belt  Drive.  Notice  that  the  Idler  is  connected  with  the  Motor  Pulley 
thru  gears.  The  advantage  in  this  is  very  obvious.  Were  it  possible  for  the  belt  on  Motor  Pulley  to  slip,  the  Idler,  thru 
gears,  would  then  become  the  'Driver.  The  large  amount  of  effectual  belt  contact  thus  obtained  makes  this  about  as 
positive  as  a  Chain  Drive. 

The  Shaper  is  Back  Geared  and,  with  Variable  Speed  Motor,  gives  fifty-two  changes  in  ram  speed.  Ram  can  be  stopped 
or  started  in  any  position  without  stopping  the  motor.  Silent  Chain  Drive  will  be  furnished  if  desired. 

Ask  for  sheet  numbered  B-l  for  complete  specifications. 

We    make    a    full    line    of    Shapers    and    Attachments.      Special  Attachments   to  order. 

STOCKBRIDQE^ACHINE  COMPANY 

WORCESTER,    MASSACHUSETTS,    U.    S.    A. 

Agents:  Niles-Bement-Pond  Co.,  New  York,  N.  Y. 


RAILWAY  SHOP  UP  TO  DATE 


43 


The    "GEOMETRIC"    Line 


Self-Opening-  and  Adjustable  Screw  Cutting  Die  Heads  for  all  makes,  sizes  and  conditions  of  Automatic 

Screw  Machines  and  Hand  Operated  Turrets. 


Adjustable  Collapsing  Taps,  made  in  several  types  and  in  sizes  from  ^4-inch  standard  pipe  up,  also  for 
special  tapping  in  proportionate  sizes,  and  made  for  use  on  Drill  Press  or  Turret  Lathes. 

Adjustable  Hollow  Milling  Tools,  specially  made  for  Brass  Finishing  and  can  also  be  used  for  various 
classes  of  light  cutting  on  any  metal,  and  can  be  furnished  in  a  large  variety  of  sizes. 

Taper  Threading  Die  Heads  for  use  on  Hand  Operated  Turrets,  made  to  special  order  and  for  any  diam- 
eter, length  and  taper  of  thread  desired. 


Improved  Reversing  Tap  Holders  for  Drill  Press  or  other  Live  Spindle  for  handling  all  sizes  of  common 
hand  taps,  reversing  at  three  times  the  speed  of  tapping. 

Expanding  Reamers,  made  for  various  classes  of  special  work,  and  furnished  only  to  order. 

SPECIAL  TOOLS  AND  MACHINERY 


Send  us  drawings  or  complete  specifications  of  the  work  to  be  done,  and  we  will 
gladly  submit  estimate  on  a   suitable   outfit  of    tools  to  meet  the  requirements. 


THE    GEOMETRIC    TOOL   COMPANY, 


NEW 


44 


RAILWAY  SHOP  UP  TO  DATE 


"Tried  in  vain  for 
several  days  with  all 
kinds  of  steel  saws, 
and  finally, 

WITH  A  STARRETT  SAW 


(Jglobt-  Jtemmrat. 


ST     LOUIS.    SUNDAY     MORNING.    JANUARY     6.     1907. 


VICKSBIRG,  MISS.,  HAS  A  NEW  $60,000 
JAIL  BUILT  ON  UP-TO-DATE  PRINCIPLES 


Special  Dispatch  to  the  Globe-Democrat. 

VICKSBURG,  MISS.,  Jan.  4.— The  new 
$60,000  jail  in  Warren  county,  which  sits 
in  the  heart  of  Vicksburg,  is  not  .only 
nr  xiern  and  up-to-date  in  appearance,  but 
is  fitted  with  the  best  appliances  for  keep- 
ing criminals.  This  jail  will  be  completed 
and  occupied  probably  within  the  coming 
month.  The  placing  in  of  the  steel  cages, 
which  are  being  put  in  for  the  purpose  of 
holding  daring  or  desperate  criminals,  and 
the  United  States  prisoners,  many  of 
whom  are  held  here  pending  terms  of  fed- 
eral c'ourt,  is  surrounded  with  an  unusual 
amount  of  general  interest,  as  these  steel 
cages,  four  in  all,  are  a  separate  and  dis- 
tinct contract  from  the  jail  itself,  and  in 
their  building  the  Warren  county  board 
of  supervisors  have  taken  action  which 
has  startled  the  entire  south. 

When  the  contract  for  building  the  jail 
was  let,  it  was  decided  that  in  addition  to 
the  original  plan  of  building  the  structure, 
which  was  given  to  the  Hull  Construction 
Company  of  Jackson,  that  bids  be  adver- 
tised for  to  place  in  it  these  steel  cells 
with  the  view  of  getting  something  which 
•was  entirely  safe  for  holding  criminals,  as 
our  old  jail  met  with  several  jail  deliveries 
in  recent  years  through  weakness  of  con- 
struction. The  board  of  supervisors  de- 


cided to  make  the  effort  to  get  something 
proof  against  escapes,  so  bids  were  adver- 
tised for  tool-proof  cells,  and  such  con- 
struction as  the  most  astute  and  clever 
criminal  could  not  escape.  It  was  also 
said  that  practical  tests  would  be  made, 
so  the  contractor  or  firm  had  best  offer 
something  good.  A  St.  Louis  house,  at  a 
cost  of  $17,000,  agreed  to  take  the  build- 
ing of  these  cells,  and  they  were  put  up. 
Not  satisfied  with  the  mere  testimonials, 
the  board  of  supervisors  then  engaged 
John  Christian,  a  local  steel  and  iron 
worker,  and  made  him  the  offer  that  if  he 
could  cut  his  way  out  of  these  cells  he 
would  be  given  \%  per  cent,  of  the  con- 
tract price.  Christian  tried  in  vain  for 
several  days  with  all  kinds  of  steel  saws, 
and  finally  with  a  Starrett  saw,  an  inex- 
pensive one,  out  of  all  the  lot,  in  four 
hours  sawed  out  of  the  bars.  It  was 
amazing  to  the  board  of  course,  and  will 
be  equally  so,  no  doubt  to  the  St.  Louis 
firm,  as  it  will  now  either  have  to  furnish 
a  new  set  of  cells  that  are  tool-proof,  or 
forfeit  the  contract.  The  forethought 
and  discretion  of  the  board  of  supervisors 
has  been  given  much  praise  here,  and 
many  cities  in  the  state  are  getting  ready 
to  make  a  similar  test  of  their  "so-called 
tool-proof"  jail  cells. 


THIS  IS 


THE  SAW 


No.  250.     Flexible  Back.     Common  teeth,  1 4  to  the  inch.     Made  in  6,  7,  8,  9,  1 0,  1  1  and  1 2  inch  sizes.     .022  thick. 
One  of  our  eleven  styles  of  Hack  Saws  that  "cut  quicker  and  last  longer". 

Send  for  Catalogue  No.  E  K>    and  Special  HacK  Saw  BooHlet. 

THE  L.  S.  STARRETT  CO.,  ATHOL,  MASS.,  U.S.A. 


New  York.   123  Liberty  St. 


Chicago.    IK  So.  Canal  St. 


Liimlnn      <  65  Oueen    Victoria  St..   E.   C. 


RAILWAY  SHOP  UP  TO  DATE 


45 


"The  Cincinnati"  improved  Power  Punches,  Shears  and  Rolls 


Heavy  Double  Punch 
Direct  Hotor  Drive 

with  Cranes 

and  with    Patent 

Automatic  Stop 

and  Clutch. 


Up=to=Date  Railway  Shop  Equipment 


Triple  Geared  Pyramid  Roll  Direct  Connected  Variable 
Speed  Motor,  Running  One  Direction  Only.  Control- 
ing  all  the  Eight  Operations  of  Machine.  Drive  with 
the  Mechanical  Reverse  Patent  applied  for. 


The  Cincinnati  Punch  and  Shear  Co.,  Cincinnati,  Ohio,  U.  s.  A. 


I  I  Ml  lvr-_ 


46 


RAILWAY  SHOP  UP  TO  DATE 


NATIONAL  BOLT  CUTTER. 


NATIONAL  BOLT  HEADER. 


National  Bolt  Cutters. 

National  Bolt  Headers — for  square  and  hex.  bolts. 

National  Forging  Machines — for  miscellaneous  work. 

National  Rivet  and  Track  Bolt  Headers — for  single  blow  work. 

National  Nut  Tappers. 

National   ' '  Tools "  are  built  for  discriminating  users. 


No.  180— Hydraulic  Riveter  (pat- 
ented), multiple  pressures,  outsidft 
hemp  packed,  dies  flush  with  top  and 
bottom  of  ram. 


Chambersburg  Engineering 
Company 

CHAMBERSBURG,  PENNA. 

Manufacturers  of 

Railway  Boiler  Shop  and  Smith 
Shop  Equipment 

Steam  Hammers,  Steam  Drop  Hammers,  Hydraulic  Riveters, 

Wheel  Presses,  Flanging  Presses,  Cranes, 

Accumulators  and  Pumps 

Largest  Line  of  Hammer  Patterns 
in  the  United  States 


No.  194— Single    Frame 
with  guided  ram  and  steel 


>    Hammer 
frame. 


Send 

for 

Catalog 


Send 

for 

Halftones 


No.   135— Double  Frame   Forging 
Hammer,  with  guided  rod. 


No.  2O1-Hydraulic  Wheel  Press,  100  tons  to  600 
tons  capacity,  30  inches  to  120  inches  between  tie 
bars,  triple  pump  and  balanced  release  valve. 


No.   195— Hydraulic   Universal 
Flanging  Machine. 


RAILWAY  SHOP  UP  TO  DATE 


47 


BIG  TOOLS 


FOR 


BIG  WORK 

Try  a  6-foot  Wrench  or  a  4- 
inch  Wrench  in  any  way  and 
see  that  they  are  all  we  claim 
in  finish,  strength  and  material. 

5O  Sizes,  5  Styles 

THIS  SHOWS  A  6-FOOT 

Key  Model  Wrench 

and  the  other  end  of  the  line, 
a  4-inch  Steel  Handle  Wrench, 
both  perfectly  adapted  to  the 
work  they  are  intended  for. 

GOES  QUALITY  and 

GOES  WARRANT 

assures  to  the  user  the 
most    for    his    money. 

72-Inch  Wrench 

Weight,  i66>£  Ibs. 
Opens  i  2  inches. 
Jaws,  8X  inches  deep. 


WRITE  FOR  INFORMATION 
AND  CATALOG 


GOES  WRENCH  CO, 


WORCESTER,  MASS. 


48 


RAILWAY  SHOP  UP  TO  DATE 


Electric  m  Hand  Power-AC  or  DC  Motors 

CRANES 


AND 


HOISTS 


THE  CASE  MFG.  COMPANY,    -    Columbus,  Ohio 

NEW  YORK-MCUve,  Rimmer  &  Co. ,  West  Street  Bldg.  PITTSBURGH— A.  W.  Wyckoff  Co.,  Farmers  Bank  Bldg.  SAN  FRANCISCO— Lilley  &  Thurston,  82  Second  St. 

CHICAGO— P.  S.  Hlckok,  Mirquette  BIdj.       CINCINNATI— Cincinnati  Iron  Store  Co.,  Front  and  Freeman  Sts.       CLEVELAND— Chas.  E.  Stamp  &  Co.,  New  England  Bldg. 


ARMSTRONG'S 

Stocks  and  Dies,  Pipe  Cutting  and  Threading  Machines. 
Vises,  Adjustable  Bushings,  Ratchet  Attachments,  Nipple 
Holders  and  Wrenches. 

Look  for  our  name  and  trademark.       Complete  Catalogue 
upon  request. 


The  Armstrong  Mfg.  Co. 

Bridgeport,  Conn.,  U.  S.  A. 


55* 


ACME  BOLT 
AND  RIVET 
HEADERS 

Acme  Single  Double 
and  Triple 

BOLT 

CUTTERS 

Cutting  from  */a  inch 
to  6  inches  diameter 

ALSO 

F-  SEPARATE 
HEADS    and 
DIES 


The  Acme  Machinery  Co. 


Cleveland, 
Ohio. 


No.  17  flap  Grinding  Machine,  Self-contained  with  automatic  Feeds,  16  in.  and  32  In.  swing, 
96  In.  between  centers.    406  m-m  and  813  m-m  swing,  2438  m-m  between  centers. 

This  machine  is  adapted  for  grinding  all  work  that  can  be  carried  by  a 
face  plate  or  chuck,  internal  or  external.  Also  for  tool  room  work,  a 
general  line,  including  regular  and  special  tools,  which  are  common  to  rail- 
road shops,  and  by  the  use  of  special  attachments  a  large  variety  of  addi- 
tional grinding  operations  can  be  performed. 

This  machine  is  indispensable  for  grinding  and  regrinding  spiral-solid 
and  inserted  tooth  surface  mills.  Send  for  catalogue. 

MANUFACTURED  BY 

LANDIS  TOOL  CO. 

WAYNESBORO,  PA.,  U.  S.  A. 

AGENTS-W.  E.  Flanders,  3098chofleld  Building.  Cleveland.  Ohio,  and  933  Mon- 
adnock  Blk..  Chicago,  111.  Walter  H.  Foster  Co.  114  Liberty  St.,  New  York.  C.  W. 
Burton,  Griflths  &  Oo,,  London.  Schurhardt  A  Schutte,  Berlin,  Vienna,  Stock 
holm,  St.  Petersburg  Alfred  H,  Schntte,  Cologne,  Hnis-.rU.  Liege.  Paris.  Milan 
and  Bilbao.  A.  E.  William^  Machinery  Co.,  Toronto.  Williams  A  Wilson,  Mon. 
treal,  Canada. 


Landis  Grinding  Machines 

ADAPTED  FOR 

Railway  Shop  Service 

The«e  machines  not  only  are  manufacturing  tools, 
but  are  indispensable  for  repairing  piston  rods  and  valve 
stems  after  service,  producing  a  degree  of  accuracy 
impossible  to  obtain  by  turning.  The  emery  wheel 
and  center  are  special  design,  being  offset  for  grinding 
close  to  piston  heads  and  shoulders. 

The  gaps  are  made  any  suitable  width;  No.  17  will 
admit  work  or  projections  up  to  32". 


RAILWAY  SHOP  UP  TO  DATE 


49 


REAMERS 

That  Reduce  Cost  in 

Up-To-Date  Railroad  Shops 


The  New  Patent  Adjuitable  Reamers 

We  make  Machine,  Hand  and  Shell  Reamers.     They   have  ad- 
vantages no  others  possess.     Let  us  tell  you  about  them. 
Write  (or  catalogue  and  list  today. 

The  F.  B.  McCROSKY  MFG.  CO. 

MEADVILLE,  PA.,  U.  S.  A. 


LIST  OF 
SPECIAL  PORTABLE  RAILWAY  TOOLS 

as  manufactured  by 

H.B.  UNDERWOOD  &  CO. 

1025  Hamilton  and  1022  Buttonwood  Sts. 

PHILA.,  PA. 

The  following  list  of  tools  we  carry  in  stock  when  we  can. 

It  is  a  great  satisfaction  to  us 
to  know  that  our  product  has 
become  so  well  known  and 


:  adopted 


STANDARD 

Portable  Boring  Bars  for  all  purposes. 

Rotar  Planers  for  valve  seats  from  18  inch  to  36  inch. 

Crank  Pin  Truing  Machine  from  8  inch  to  20  inch  diameter. 

Dome  Jointers  to  face  13  inch  to  36  inch  diameter. 

Radius  attachment  for  planing  links  on  regular  planer 

Portable  Milling  Machine. 

Facing  Anns  for  Boring  Bars. 

Double  opposed  Air  or  Steam  Motor  for  driving  special  tools 

Lathe  Bars  for  all  purposes. 

All  from  new  designs,  with  all  the  very  latest  ideas. 

Sec  our  New  Catalog  out  soon 


MERRELL  MACHINES  PAY 

Because  they  do  your  work  in  a 
quicker,  easier  and  better  manner  than 
any  other. 

These     Power     Pipe     Threading      Machines 

are  designed 
for  heavy,  per- 
sistent service. 
They  have 
standard  quick 
opening  and 
clos  ing  die 
head  with  con- 
venient cam 
movement  and 
improved  cut- 
M  ting  off  knife, 
besides  other  important  features  you  ought  to  know  about. 

Our  Pipe  Threading  Machines 

are  better  and  more  rapid  than  any  others  on 
the  market.  Let  us  send  you  our  cata- 
logue and  prices. 

™l  MERRELL  MFG.  CO. 

Toledo,  Ohio. 


PITTSBURGH  SPRING  &  STEEL  COMPANY 

14 16- 16 A- 17  Farmers  Bank  Building 
PITTSBURGH,  PA. 


SPRINGS 

Elliptic  and  Coil,  for  Locomotives,  Passenger, 
Freight  and  Interurban  Cars,  and  for  all  other 
requirements. 

Send  Us  Your  Inquiries. 


CHICAGO,  Fisher  Bldg. 

ST.  PAUL,  Pioneer  Press  Bldg. 


NEW  YORK,  12  John  St. 
ST.  LOUIS,  Granit  Bldg. 


50 


RAILWAY  SHOP  UP  TO  DATE 


No.  ZZS— Vertical  Automatic  Hollow  Chisel  Mortiser. 


No.  912— Extra  Range  Automatic  Car  Gainer 
with-  Boring  Attachment. 


No.  218— Extra  Range  Automatic  Hollow  Chisel 
Car  Mortiser. 


Q 

R 
E 

E 

N 
L 

E 
E 


No.  321— Vertical  Car  Boring  Machine  with  Universal  Spindles 


No.  306— Extra  Range  Horizontal  Car  Boring  Machine. 


No.  525— Vertical  Automatic  Car  Sill  Tenoning  Machine. 


FINEST  IN  DESIGN  AND  WORKMANSHIP.         FASTEST  IN  OPERATION 

Green  lee  Bros.  &  Co. 


ROCKFORD,  ILL. 


CHICAGO,  ILL. 


RAILWAY  SHOP  UP  TO  DATE 


51 


z 

CO 


3 
O 

« 
VI 


2 
o 


3 
— 

c 


N 
n 


- 
c. 


rn  « ? 
o  1  = 


I 
I? 


x=i 


3 


a 
r. 


c         = 

Si 


?  '       S 

—      — 

n  :        7 


r 


. 


8. 

o   fi. 


I  ir> 


o 

2 

rn 


O 


o 
- 


Send  for  Circulars  and  Catalogue 


52 


RAILWAY  SHOP  UP  TO  DATE 


T=TTCE 

NewYork  341-7 
Chicago        The  Rookery 
Depew        N  .  Y. 


Axlerorxje-  Depew  N 
Malleable  Iron  Depew 
Cast  Steel  •  Depew 


Compare  these 
Diagrams  with  similar 
ones  for  other  gears. 
Note  the  high  capacity 
or  large  yielding  resist- 
ance, the  small  recoil 
action,  the  length  of 
travel  and  the  smooth 
action  without  jerks  01 
irregularities. 


GOULD  FRICTION  DRAFT    GEAR 


RAILWAY  SHOP  UP  TO  DATE 


53 


TRAIN 


LIGHTING 

tStorag'e    Batteries 

^™^^ •  •  


Are  fully  described  in  our  Catalogue  J— Part  IV 


GOULD    TRAIN    LIGHTING    BATTERIES 

Are  made  in  various  types  and 
styles  and  have  been  very  generally 
adopted  by  many  of  the  large 

AMERICAN  TRUNK  LINES 

We   shall   be   pleased   to  send  you  full 
particulars  and  literature  on  the  subject 


BOSTON 
95  State  St. 

SAN  FRANCISCO 
Alonadnock   Bldg. 


to^^^tt^ 


. 


CHICAGO 
Rookery  Bldg. 

TORONTO,  ONT., 
62  Wellington  St.,  W. 


341=347  Fifth  Ave.,  NEW  YORK 


WORKS:  Depew,  N.  Y. 


54 


RAILWAY  SHOP  UP  TO  DATE 


O 


"TN  a  permanent  structure,  a  good  roof  is 
^    only  second    in    importance  to  a  good 
foundation."  — Franklin. 


The  truth  embodied  in  the 
above  axiom  is  apparent  to  ev- 
eryone. 

We  firmly  believe  in  it  and 
are  making  a  roofing  of  Asphalt, 
Gravel,  Cork  and  Asbestos  which 
is  impervious  to  the  action  of 
fire,  lightning,  water  and  acids. 

A  roofing  which,  from  its  man- 
ner of  construction,  forms  a  pro- 
tection from  heat,  cold  and  the 
fumes  of  sulphur  and  other  injur- 
ious gases. 

Being  light  in  weight,  it  is 
especially  adaptable  to  car  roofs 
and,  in  fact,  any  roof  where  the 
above  conditions  are  to  be  taken 
into  consideration. 

We  guarantee  its  durability 
and  shall  be  pleased  to  corre- 
spond with  railroad,  steamship 
and  manufacturing  companies 
with  reference  to  covering  cars, 
freight  and  passenger  depots, 
roundhouses,  machine  shops, 
wharf  sheds,  factories,  coal  break- 
ers, etc. 

For  samples  and  prices  address 

Stowell  Manufacturing  Co., 
Jersey  City,  N.  J. 


£&£'>rtfw**< 


-:'4*»  ' 

. 


Rexoid 


, 

- 

< 


Stoivell  Manufacturing  Co. 

Jersey  Ciiy,      ^Ne^w; Jersey. 


RAILWAY  SHOP  UP  TO  DATE 


55 


CLARK'S  ™E  SAND  DRIER 


THE  accompanying  illustration  shows 
one  of  the  Clark  "Perfect"  Sand1 
Driers,  which  are  manufactured  by 
J.  J.  Parkhurst,  of  Chicago.  This  sand 
drier  received  the  premium  as  the  best 
sand  drier  at  the  National  Exposition  of 
Railway  Appliances,  and  it  is  in  extensive 
use  not  only  throughout  the  United  States 
but  in  Canada,  Europe  and  South  Amer- 
ica. These  driers  are  built  in  the  fashion 
of  an  hour  glass,  the  wet  sand  being  shov- 
eled against  the  stove,  and  as  it  dries  it 
runs  out  through  apertures  in  the  perfor- 
ated ring  which  surrounds  the  bottom  of 
the  hopper.  The  amount  of  sand  that 

will  pass  through  this  machine  in  a  given  time  is  variable  and  depends  largely 
upon  the  conditions  under  which  it  is  used;  that  is  to  say,  how  wet  the  sand  is 
when  it  is  put  in  the  hopper  and  also  the  intensity  of  the  fire  maintained  in 
the  stove.  The  furnace  is  arranged  to  use  any  kind  of  solid  fuel  such  as  hard 
or  soft  coal  or  wood.  The  driers  are  for  use  with  clear  sand  only,  as  earth 
or  clay  will  merely  bake  and  will  not  discharge  itself  from  the  machine. 
These  driers  are  claimed  to  be  the  best  ever  put  upon  the  market  for  prepar 
ing  sand  for  use  on  locomotives  and  street  cars. 

SEVERAL  THOUSANDS  OF  THESE  DRIERS  ARE  NOW  IN  USE 

Capacity: No.  i  dries  about  10  tons  and  No.  2 

dries  5  tons  per  day,  according  to  conditions. 


W<   <.•«)•;•(/  extra  parts  itt  ?twk,  mi/1  can  Jill  unit  rs  for  reji/iirs  without  delay. 


PARKHURST  ®  WILKINSON  CO 

CHICAGO,  ILLINOIS 


56  RAILWAY  SHOP  UP  TO  DATE 


Reinforced  Corrugated  Asbestos 
Roofing  and  Sheathing 

NO  PAINT 
NO  RUST 

Asbestos  "Century"  Sheathing  and  Shingles 

ASBESTOS  LUMBER  SMOKE  JACKS 


K.  ®  M.  85  c^t  Magnesia  Locomotive  Lagging 

ASBESTOS  PIPE  COVERING  AND  ASBESTOS 
RAILWAY  SUPPLIES 

Wool  and  Cotton  Waste 


FRANKLIN  MANUFACTURING  Co. 

C.  J.  S.  MILLER,  President 

Franklin,  Pennsylvania 


RAILWAY  SHOP  UP  TO  DATE 


The  SAFETY  CAR  HEATING  &  LIGHTING  CO. 

United  States  Express  Building 
Trinity  Place  &  Rector  St.,  New  York  City 


CHICAGO 


PHILADELPHIA 


ST-  LOUIS 


SAN  FRANCISCO 


Pintsch  System  Car  and  Buoy  Lighting 

Has  been  applied  to  31,000  cars  by  200  railroads  in  the  United  States,  Canada 
and  Mexico.  In  the  world,  148,000  cars,  6,600  locomotives,  1,900  buoys  and  bea- 
cons, 125  lightships  and  vessels  are  using  this  system,  and  375  gas  works  have 
been  established.  Gold  medals  for  excellence  at  the  World's  Expositions  at 
Moscow,  Vienna,  St.  Petersburg,  London,  Berlin,  Paris,  Chicago,  Atlanta  and 
Buffalo.  Grand  Prize  St.  Louis  Exposition,  1904. 

NEW  INVERTED  MANTLE 


Illumination 
increased 

over 
three  times 

without 
additional 

gas 
consumption. 


A 
revolution 

in  the 
lighting 

of 

Railroad 
Cars. 


LAMPS  FOR  PINTSCH  CAS 


Safety  Heating  Systems 

Practical  service  for  the  past  19  years  has  demonstrated  the  reliability,  effici- 
ency and  adaptability  of  the  Safety  Systems  of  direct  steam  and  hot  water 
heating.  Straightport  Couplers  and  Automatic  Steam  Traps.  160  railroads 
using  these  devices  on  19,000  cars.  Grand  Prize  St.  Louis  Exposition,  1904. 


58  RAILWAY  SHOP  UP  TO  DATE 


THE 

McCONWAY  &  TORLEY  CO 

PITTSBURCH,  PA.,  U.  S.  A. 


The  original  manufacturers  of  the  M. 
C.  B.  type  of  coupler  for  locomotives, 
freight  cars  and  passenger  equipment. 


SOLE  MANUFACTURERS  OF 


JANNEY 


The 


KELSO 


The 


PITT 


The  JANNEY    "X"    Couplers 


The  BuhOUp  3=Stem    Equipment  for  passenger  service 

and 

The  Buhoup  Vestibule 


All  strictly  UP-TO-DATE  devices 


RAILWAY  SHOP  UP  TO  DATE 


59 


THE 


STEEL  CAR  COMPANY..  COLUMBUS,  O. 


GONDOLA  DUMP  CARS.     STEEL  UNDERFRAMES 


The  Tate  Flexible  Staybolt 


LE 
OLT 


FOR    LOCOMOTIVE    FIREBOXES 

THE  PERFECT  STAY 

In  Service  on  Eighty-Seven  Railroads 

IT  DOES  ALL  WE  CLAIM  FOR  IT 

SKEPTICISM  AND  DOUBT  regarding  Flexible  Bolts,  and  their  advantage  over  the 
ordinary  rigid  bolt  for  locomotive  water  space  staying  prevailed  for  a  long  time, 
and  little  or  no  enthusiasm  existed.  This  was  due  largely  to  the  fact  that  most 
of  the  Flexible  Staybolts  in  use  were  errors  of  design,  weak  in  construction,  ungainly 
in  appearance,  and  in  consequence,  unreliable  for  service  conditions.  Certain  results, 
however,  as  to  the  action  of  the  firebox  plates,  and  other  indications  from  service, 
covering  all  designs  of  bolts  used,  excited  attention,  and  in  justice  to  the  subject  in 
general,  the  progressive  minds  were  not  satisfied  to  let  the  matter  drop,  and  it  was 
manifested  that  much  depended  on  a  perfect  method  of  staying  to  overcome  the 
annoyance  and  expense  resulting  from  the  use  of  the  rigid  stay,  and  the  prevailing 
mechanical  opinion  forecasted  great  possibilities  for  a  perfect  Flexible  Staybolt  to 
effect  the  results  looked  for.  Experiments  continued,  new  bolts  were  devised,  con- 
structed and  tested,  and  all  modifications  and  experiences  based  thereon,  ultimately 
led  to  the  most  perfect  design,  satisfactory  to  meet  all  requirements. 

The  Tate  Flexible  Staybolt  has  won  distinction  on  its  remarkable  service  showing, 
and  has  proved  beyond  doubt  a  most  economic  and  reliable  factor  towards  effecting 
an  ideal  condition  in  the  staying  and  construction  of  the  locomotive  firebox  to  cope 
with  high  pressure  service. 


B.  E.  D.  STAFFORD, 
General  Manager 


MANUFACTURED  AND  SOLD  BY  THE 

FLANNERV  BOLT  COMPANY 

SUITE  308  FRICK  BUILDINQ 
PITTSBURQ,  PA. 


FACTORY: 
BRIDGEVILLE.  PA. 


60  .  RAILWAY  SHOP  UP  TO  DATE 


The  McKim  Gasket 

Resilient  non-vulcanizing  packing  enclosed  in  a  copper  shell. 
Forms  a  natural  expansion  joint,  which  cannot  be  blown  out. 
Made  in  almost  any  size  or  shape  and  of  a  variety  of  materials. 
Capable  of  being  reapplied. 
Samples  gladly  furnished. 

The  McCord  Force  Feed  Lubricator 

Made  in  different  styles  to  meet  varied  requirements  : 

Stationary,  locomotive,  automobile,  etc. 

Separate  pumps  for  each  outlet  capable  of  independent  adjustment. 

Its  Use  Insures: 

Unfailing,  regular  and  instantaneous  delivery  of  oil  to  parts  to  be  lubricated  and  in  proportion 

to  speed. 

Easy,  positive  and  individual  regulation  of  oil  to  be  delivered  to  each  bearing. 
Automatic  delivery  and  cessation  of  oiling  when  the  engine  starts  and  stops. 

McCORD  AND  COMPANY 

1424  Old  Colony  Building,  NEW  YORK  OFFICE  : 

CHICAGO  24  Broad  Street 


BUILDERS  OF  LIGHT  LOCOMOTIVES 

FOR  ALL  CLASSES  OF  WORK 


5  to  50  Tons 

All  Types 

All  Designs 


Vulcan    Iron    Works 

WILKES-BARRE,  PA.,  U.  S,  A. 


RAILWAY  SHOP  UP  TO  DATE 


61 


BETTENDORF  CAST  STEEL  TRUCK 


IS  BUILT: 

To  withstand 
hard  service 


To  reduce  flange 
wear 


To  adjust  itself 
to  all  track 
conditions. 


It  is  the  SIMPLEST,  STRONGEST  and  MOST  ECONOMICAL  TRUCK  on  the  Market 

Betterdorf  Axle  Company, 


Works  and  General  Office: 
DAVENPORT,  IOWA. 


Old  Colony  Building,  Chicago,  III. 
OFFICES:     42  Broadway,  New  York,  N.  Y. 

Common  wealth  Trust  Bldg.,  St.  Louis,  Mo. 


WE     MARE 


7  different  patterns  of 

Roller  Flue  Expanders 

3  different  patterns  of 

Improved  Sectional  Beading 

Expanders 

The  Fastest  Flue  Cutter  on 
the  MarKet 

Any  Kind  of  Special  Tools  for  Boiler  NaKers 

We  Guarantee  Everything  Made  by  Us.     Send    for    Catalog 

J.   Faessler    Mfg.    Co. 

Moberly,  Mo. 


ue 


608  Burlington  Bldg. 
ST.  LOUIS 


618-619  Fither  Bldg. 
CHICAGO 


62 


RAILWAY  SHOP  UP  TO  DATE 


IN  A  UNION  THERE  IS 
STRENGTH,  IF  IT'S  A 

JEFFERSON  UNION 


ADAPTED 

FOR 

AIR,    STEAM, 

WATER,     GAS 

AND  OIL 


Used  Extensively  by  RAILROADS. 
Gas  Companies, 

Factories, 
Steam  Fitters 

and  in  all 
HIGH     PRESSURE      WORK 


ITS  ADVANTAGES  :J 


J.  Always  keeps  the  joint  tight. 

2.  Requires  no  packing:. 

3.  Consists  of  a  bronze  metal  seat,  firmly  encased  in  malleable  iron. 

4.  Ball  joint  shoulder. 

5.  Shape  allows  the  use  of  any  kind  of  a  wrench. 

6.  Self-aligning. 


The    JEFFERSON    FLANGE 

HAS  A 

LOOSE  COLLAR 

Bronze    Metal    Packing.      No  ...  ,          ,  .  ., 

gasket  used.     Neither  i<  the        Which  SaVCS  SO  much  time  in  Connecting  that  those  Using    It    Once    always    SpeCliy         Spherical  joint  overcoming 
time  wa«ted  in  filling  it.  .       ,  .  disalignment. 

it  alterward. 


FOR  SALE  BY  LEADING  JOBBERS 

Manufactured  by 


JEFFERSON  UNION  COMPANY, 

LEXINGTON  MASSACHUSETTS 


RAILWAY  SHOP  UP  TO  DATE 


FERGUSON  OIL  FORNAGES 


Chicago 


The  Railway  Materials  Company 


New  York 


COLUMBIA   LOCK   NUTS 

"The  nut  that  will  not  shake  off." 

For  Use  on 

Locomotives  Cars  and  Machinery 

Of  all   Kinds 

CRANES,  DROPS,  HAMMERS,  ETC. 
Every  place  where  nuts  shake  loose. 

INEXPENSIVE  SIMPLE  EFFECTIVE 

Samples  Free  for  the  Asking 

COLUMBIA  NUT  ®,  BOLT  CO.  Inc. 

"Original  Columbia"  Assembled  Bridgeport,  Conn.        New  York,  25  Broad  St.  "Improved  Columbia"  Assembled 


OPEN  HEARTH 


Steel  Castings  of 
every  description, 
for  Electrical  Ma- 
chinery;   Dredging,   Rolling  and  Sugar 
Mill  Machinery;   Locomotive,   Railroad 
and  Bridge  Work,  etc. 


McHAFFIE 


CASTINGS 


Steel  Castings  of  all 
shapes  and  sizes,  from 

I  Ib.  up.  Superior 
for  Crankshafts.  Gearing  and  other 
purposes  where  great  wearing  results 
are  required. 


Correspondence  Solicited. 


CHESTER  STEEL  CASTINGS  COMPANY 


Worki, 
CHESTER,  PA. 


Office,  407  Sinsom    St. 
PHILADELPHIA,    PA. 


"HOMESTEAD" 

LOCOMOTIVE  BLOW-OFF 


Holds  proud 
First  Place. 

THE 

WORLD'S 
BEST 
BLOW-OFF 

Also  made  for  station- 
ary boiler  blow-off 
and  for  high  pressure 
work  of  any  descrip- 
tion. 


Some 
Good  Points 


Quick  and  easy  open- 
ing. 

Freedom  from  wear. 

Best  materials,  work- 
manship, 

and  other   reasons  too 
many  to  mention  here. 


Get  our  Booklet 


Homestead  Valve  Mfg.  Co. 


Works,  Homestead 


Pittsburg,  Pa. 


Asphalt  Car  Roofing 


.   THE  ORIGINAL  TORSION- 
PROOF  CAR  ROOF 


Plastic  Car  Roofing 


DRAKE  &  WEIRS  CO. 

CLEVELAND,  OHIO 


RAILWAY  SHOP  UP  TO  DATE 


MARSTON'S 

Patent  Hand  and  Foot  and  Steam  Power 

Wood  Working 
Machinery 


24-Inch  Band  Saw 


J.   M.    Marston    Co, 

205  Ruggles  St.,  Boston,  Mass.,  U.  S.  A. 


THE   INDIANAPOLIS   SWITCH 
&  FPOG  CO. 

SPRINGFIELD,  O. 


MAKE  ONLY  HIGH  GRADE 

Crossings,  Frogs,  Switches  and 
Special  Track  Work 


Galena -Signal  Oil 
Company 

FRANKLIN,  PENNSYLVANIA 

Sole  Manufacturers  of  the  Celebrated 

Galena  Coach,  Engine  and  Car  Oils,  Sibley's 
Perfection  Valve  and  Signal  Oils 

GUARANTEE  COST  per  thousand  miles  for  from  one  to  five 
years,  when  conditions  warrant  it. 

MAINTAIN  EXPERT  DEPARTMENT,  which  is  an  or. 

ganization  of  skilled  railway  mechanics  of  wide  and  varied  experi- 
ence. Services  of  experts  furnished  free  of  charge  to  patrons  inter- 
ested in  the  economical  use  of  oils. 

STREET  RAILWAY  LUBRICATION 
A  SPECIALTY 

GALENA  RAILWAY  SAFETY  OIL.     Made  especially 

for  use  in  Headlights,  Cab,  Classification  and  Tail-lights,  and  for 
Switch  and  Semaphore  Lamps.  Burns  equally  well  with  long-time 
as  with  the  one-day  burner,  with  or  without  chimney,  as  the  burner 
requires.  Is  pure  water  white  in  color;  high  fire  test;  low  cold  test, 
and  splendid  gravity. 

Please  write  to  home  office  for  further  particulars. 
CHARLES   MILLER,   President. 


ILLUMINATION 

OF  THE  MODERN 

RAILWAY  SHOP 


Cooper     H  e  w  itt     Lamps 

Give  the  best  quality  of  light  for  the 
least  total  cost. 

For  all  departments  of  the  Shop;  and 
also  for  Drafting  Rooms,  Foundries, 
Piers,  and  Freight  Houses. 

Write  for  list  of  Railway  Installations. 

Cooper  Hewitt  Electric  Co. 

220  West  29th  St.  New  YorK 


^     OF  THE     "      ^ 

UNIVERSITY    1 


OF 


RAILWAY  SHOP  UP  TO  DATE 


65 


Up-to-Date  Oil  Storage 


Bowser  Pumps  in  Use  in  L.  S.  &  M.  S.  Storehouse  at  Collinwood,  Ohio 


Up-to-date  Railway  Shops 
must  be  modem  in  every  partic- 
ular. And  oil  storage  is  a  very 
important  particular  for  consid- 
eration. 

A  system  of  oil  storage  that 
meets  all  requirements  for  all 
kinds  of  oils,  for  all  kinds  of  con- 
ditions, can  be  called  up-to-date. 
The  Bowser  is  that  kind  of  a 
system. 

Because  it  has  been  adopted 
by  many  of  the  leading  railroads 
of  the  United  States  and  Can- 
ada, it  is  recognized  as 


The  Standard  Railway  Oil  Storage  System 


With  the  Bowser  you  can  store  all  your  oils  in  one  central  oil  house, 
in  a  cellar  or  vault,  or  underground,  without  vault  or  other  protection, 
and  draw  the  oil  to  as  many  different  places  as  you  wish. 

When  stored  in  a  Bowser  the  oil  requires  the  minimum  amount  of  at- 
tention. Once  the  oil  is  in  the  tank,  it  stays  there,  safe  from  leakage  and 
evaporation  until  it  is  wanted  for  immediate  use.  Then  with  the  Bowser 
Long  Distance  Pump,  the  oil  is  drawn  in  just  the  quantity  desired  at  just 
the  point  desired.  There  is  no  loss  from  spilling  or  careless  handling; 
there  is  no  carrying  the  oil  from  a  distance  in  cans. 

The  Bowser  System  is  ideal  for  both  the  shop  and  storehouse,  no 
matter  what  the  conditions.  Master  Mechanics  and  others  interested  in 
oil  storage  should  have  a  copy  of  our  Bulletin  No.  22.  A  request  will 
not  obligate  you  in  any  way.  Send  for  it  today. 


S.  F.   BOWSER 


Cut  41. 

Showing  the  idea  of  the  Bowser  Long 
Distance  System. 


CO.,  i»c. 


FORT  WAYNE,  IND. 


66 


RAILWAY  SHOP  UP  TO  DATE 


POWER 
HACKSAW 


DOLLARS  AND  SENSE 

IT'S  Common  Sense  that  "  a  Poor  Article  is  dear  at  any  price  "— 
"  Sterling  "  Power  Hack  Saw  Blades  and  "  Sterling  "  Power 
Hack  Saws,  though  not  lowest  in  price,  are  the  cheapest — because — 
most  economical  and  serviceable.  They  cut  quick,  saving  time— 
they  cut  true  and  Straight,  saving  labor  and  material — they  break 
very  few  blades,  saving  money. 

"  Sterling  "  Hack  Saw  Blades  in  a  "Sterling  "  Power  Hack  Saw 
Machine  make  a  combination  which  saves  money  in  any  machine 
shop.  If  interested,  it  will  pay  you  to  look  into  this  question. 

DIAMOND  SAW  ®,  STAMPING  WORJtS, 

357-361  Seventh  St.,  BUFFALO,  N.  Y.,  U.  S.  A. 


RAILWAY  SHOP  UP  TO  DATE 


(57 


COACH  AND  CAR  (METAL)  SURFACER 


DURABLE 


ECONOMICAL 


The  Smoothest  of  Surface"  and  an 


HALF^AND  HALF 


CjT-Lov  1 1 

T  m    tvNi-AcrM    "%  I 
KJPEt  I A  i-TlgjL/ 


^  D!RtCTION>  . 

"*  »  ampostd  ol  hjil  Pnmtt  unJ  half  Filler.  »  t«  «•'' 
«-     Thin  with  turpmtint  only. 


^W  LOUIS  SURFACER   <Q   PAINT  COMPV" 

*•'"*     I'M,.  |08  >IV-  ,(o  m     c          „,,.  ,_i   ,,,..1  ^-  *^ 


BOONS'    METAL    SURFACER' 


ELASTIC  and  DURABLE  Groundwork 


RrAC«:R  »  PAINT  co- 


For  Coach  and  Car  Work  also 
Adapted  for  Surfacing  All- Steel  Coaches 


TRADE 


KOONS  (METAL,  SURFA 


FOR 
"METAL"  CANVAS 

For  New  Work 
"Metal"  Canvas  Preserver 

Priming  Coat 

"Metal"  Canvas  Roof  Paint 

Other  Coats 


COACH  AND  CAR   ROOFS 
PRESERVER 

"  METAL"  CANVAS  ROOF  PAINT 


For  Old  Work 
'Metal"  Canvas  Roof  Paint 


HIGH-CLASS,   PURE  OIL  FREIGHT  CAR  PAINTS 


"METALSTEEL"     PAINT 


Best  Steel  Protective  for 

STEEL  BRIDGES  STEEL  CARS 

STEEL  TANKS 


ST.   LOUIS   SURFACER    <& 


Cor.  Commercial,  Walnut  and  Levee 


MAKERS 


PAINT   CO. 

St.  Louis,  U.  S.  A. 


08 


RAILWAY  SHOP  UP  TO  DATE 


ELECTRIC    TRAVELERS 

AND 

CRANES  of  EVERY  DESCRIPTION 

FOR 

RAILROAD  SERVICE 


Gantry  Cranes 
Transfer  Cranes 
Jib  Cranes 
Pillar  Cranes 
Transfer  Tables 

The  new  Whiting  Pat- 
ent   Circular    Round 
House  Orane  should  be 
be   in    every    modern 
round  house.    Travels  in 
a   circle,    serving    everv 
stall.     Write  for   infor- 
mation, photos,  etc. 

Also   Complete 
Equipment  for  all 
Classes  of 
Foundries  and 
Car  Wheel  Plants 

Two  4-raotor  Whiting  Electric  Travplers:  capacity  60  tons  each;  span  70  ft.    Lifting 
120-ton  locomotive  in  shops  of  A.  T.  &S.F.  Ry.,  Topeka,  Kas.,  described  in  this  book. 


We  designed    and  completely   equipped  the  modern   600  wheels    per 
day  car  wheel  plant  of  the  C.  M.  &  St.  P.  By.  at  Milwaukee,  Wis. 

Railroad  Men  Should  Have  Our  Catalog  45  C 


ENGINEERS 
DESIGNERS 

MANUFACTURERS 


WHITING  FOUNDRY  EQUIPMENT  Co. 

HARVEY,  ILL.  (Chicago  Suburb) 


In  Consulting'  TKe 
Advertisements 

In  this  book  and  in  writing  to  the  manufacturers  with 
regard  to  catalogues,  prices,  etc.,  it  will  be  appreciated  by  the 
publishers  if  mention  is  made  of  Railway  Shop  Up  To  Date. 
Such  an  act  will  be  a  favor  to  the  advertiser,  a  kindness  to 
the  publisher,  justice  to  the  reader,  and  most  far  reaching  in 
its  effect  for  good  and  lasting  friendly  relations  among  the 
three  of  us.  It  is  the  tie  that  binds  mutual  interests  more 
closely  together  than  aught  else. 


Crandall 


ing'  Company 


RAILWAY  SHOP  UP  TO  DATE 


69 


Cleveland  Tools 

are  STANDARD  for 

CAR  SHOPS  BOILER  SHOPS  SHIP  YARDS 

ROLLING  MILLS  STRUCTURAL  SHOPS 

AGRICULTURAL   IMPLEMENT  WORKS 

RAILROAD  REPAIR  SHOPS 

We  manufacture  all  styles  of  punches  and  dies,  rivet  sets,  drift  pins, 
punch  stems,  coupling  nuts,  flue  and  hand  hole  punches  and  dies. 
Tools  are  guaranteed  and  immediate  deliveries  can  be  made. 


RAILROAD    REPAIR     SHOP    PUNCH 


The  Cleveland  Punch  &  Shear  Works  Co. 

St.  Clair,  Cor.  E.  40th  Street 

CLEVELAND,  OHIO 


"Our  Name  Denotes  Quality" 


70 


RAILWAY  SHOP  UP  TO  DATE 


For  Turning 
Tires  and 
Axles 


For  Planing 
Engine 
Frames 


HUDSON 


BEST   FOR 


LOCOMOTIVE  SHOP  WORK 


Quality 
Uniformity 


Efficiency 
Accuracy 


BALDWIN     STEEL     WORKS 


BRANCHES 

BOSTON 
CHICAGO 


The  Best  Steel  Makes  the  Best  Tools 

Hudson  Tools  are  the  perfectionof  fine  workmanship 
and  steel  co-mbined.  Twist  Drills,  Milling  Cutters, 
Gear   Cutters,    End  Mills,    Taper   Locomotive 
Reamers,  Fluted   Chucking  Reamers,  Shell 
Reamers,  carried  in  stock  for  immediate 
delivery. 

BALDWIN  STEEL  Go, 

MAKERS 

133  Read  a  Street 
NEW   YORK    CITY 


BRANCHES 


PITTSBURGH 
PHILADELPHIA 


T.  N.  MOTLEY  <SL  CO.,  SOUTHERN  R.  R.  REPRESENTATIVE 


RAILWAY  SHOP  UP  TO  DATE 


71 


I9RSX 


Liquid  Fuel 
Furnaces 


Unequaled  for  Economy  and  Effi- 
ciency. Adapted  for  Every  Form  of 
Heat  Treatment  of  Iron  and  Steel. 

Essential  Features  of  "Calorex"  Furnaces: 

(a)  Compressed  Air  to  thoroughly  atomize  the 
oil. 

(b)  Fan  Blast  to  furnish  air  for  combustion. 

(c)  A     Fan     Shaped     Combustion     Chamber 
(outside  of  charging  space)  in  which  the  atomized 
oH  and  oxygen  are  thoroughly  united,  and  by  which 
the  products  of  combustion  are  distributed  over  the 
charging  space  of  Furnace. 

(d)  Curved  form  of  Furnace  Roof,  which  im- 
parts reverberatory  movement  to  the  heat. 


Class  "C"  Calorex  Liquid  Fuel  hun.ace  for  Small  Drop 
Forgings,  Welding  and  Rivet  Heating. 

Any  temperature  can  be  uniformly  maintained 
from  dull  red  to  welding  heat. 

Our  W.  N.  Best  "Calorex"  Hydro-Carbon  Burner 
and  Oil  Regulating  Cock  are  essential  parts  of  every 
Furnace. 

Entirely  smokeless,  compact,  durable  and  easily 
operated. 

Write  us  your  needs ;  we  not  only  build  all  stand- 
ard types  of  Furnaces,  but  remodel  and  equip  ex- 
isting Coal  Fired  Furnaces  for  the  use  of  Liquid 
Fuel. 


W.  N.  Best  American 
Calorific  Company 

II  Broadway,  New  York,  U.  S.  A. 


Class  "D"  Calorex  Liquid  Fuel  Furnace  for  Heating,  Forging 
and   Welding. 


72  RAILWAY  SHOP  UP  TO  DATE 


Have 
You 


Seen 


This? 


THE  cut  shown  herewith  is  a  reproduction  of  the  cover  of  our  publica- 
tion (6^x314)  PURCHASING  AGENTS  BUYING  LIST.  In  it  we  give  a  com- 
plete classification  of  all  products  made,  sold  or  handled  by  our  adver- 
tisers in  the  RAILWAY  MASTER  MECHANIC,  RAILWAY  ENGINEERING  and  MODERN 
MACHINERY.  We  send  it  free  to  railway  officials  for  their  convenience  in 
buying  supplies.  It  is  a  book  of  reference  and  saves  time  for  the  official  who 
is  too  busy  to  look  up  the  files  of  his  railway  journals  when  he  wants  to  know 
who  makes  or  sells  anything  from  a  lag  screw  to  a  locomotive.  No  other 
railway  journal  publishes  such  a  list  as  this.  It  carries  No  ADVERTISING  and 
is  only  what  it  claims  to  be — a  directory  of  our  advertisers  for  busy  railroad 
officials. 

If  you  hqu  not  seen  the  "Purchasing  Agents 
Buying  List"  send  for  it  now  and  a  copy 
of  the  "Railway  Master  Mechanic/' 

You  will  be  interested  whether  you  are  a  railway  official  or  a  railway  supply 
man.     We  want  you  both  and  we  can  give  you  good  reasons  why  you  need  us. 

Write  us  today  for  further  paticulars. 


RAILWAY  MASTER  MECHANIC 

RAILWAY  MODERN  RAILWAY  PURCHASING 

ENGINEERING  MACHINERY  SHOP  AGENTS 

UP-TO-DATE  BUYING  LIST 

Security  Building,  CHICAGO 


RAILWAY  SHOP  UP  TO  DATE 


73 


Every  Railway  Master  Mechanic 


SHOULD  READ  OUR  BOOKLET  ON 

LOCOMOTIVE  FIRE 
PUMPS 


WHICH  IS  FREE  FOR  THE  ASKING 


Hundreds  in  Use,  Saving  Thousands  of  Dollars  Worth  of  Prop- 
erty Annually  to  the  Railroads  Using  Them 


WRITE  FOR  ONE 


VANDUZEN'S 


IS  THE  IDEAL 

ANTI-FRICTION  METAL -RAILROAD  PURPOSES 

WRITE  US  FOR  FREE  SAMPLE  AND  PARTICULARS 


THEEW.VANDUZENCO. 


428  to  436  E.  Second  Street 
CINCINNATI,  OHIO 


74 


RAILWAY  SHOP  UP  TO  DATE 


BECKER-BRAINARD 

MILLING  MACHINES 


Our  claims  for  BECKER- 
BRAINARD  MILLING  MA- 
CHINES are  based  not  on  their 
theoretical  possibilities,  but  on  their 
actual  performances  in  railroad 
shops,  factories,  tool  and  machine 
manufactories  all  over  the  country. 
They  are  PRACTICAL.  That 
is  the  secret  of  their  success. 
Modern  design,  correct  proportions 
and  stability  have  brought  them  to 
practical  perfection. 


MILLING  CUTTERS 


We  carry  a  large  stock  of 
regular  Milling  Cutters.  Our 
experience  qualifies  us  as  ex- 
perts in  the  manufacture  of  spe- 
cial and  high  speed  steel 
cutters  designed  to  accomplish 
specific  results. 


Becher-Brainard  Milling'  Machine  Company 

Hyde  Park,  Massachusetts,  U.  S.  A. 

BRANCH  OFFICES:  The  Bourse,  Philadelphia,  PA.        Williamson  Building,  Cleveland,  Ohio. 

AGENTS:— McDowell,  Stacker  &  Co.,  Chicago.  Chas.  G.  Smith  Co.,  Pittsburg.  J.  L.  Osgood.  Buffalo.  A.  B.  Bowman.  St.  Louis. 
A.  R.  Williams  Machinery  Co..  Toronto  and  Montreal,  Canada.  Ludw.  Loewe  &  Co.,  Berlin.  Bevan  &  Edwards 
Propty,  Ltd.,  Melbourne.  SeliR-Sonnenthal  &  Co.,  London.  Schuchardt  &  Schutte.  Berlin,  Vienna,  Stockholm,  St.  Peters- 
burg. A.  H.  Schutte,  Cologne,  Brussels,  Liege,  Paris,  Milan,  Bilbao,  Barcelona.  351 


RAILWAY  SHOP  UP  TO  DATE 


75 


Railway  Master  Mechanic 

BOOK=SELLING  DEPARTMENT 

Any  of  the  following  books  will  be  sent  by  mail,  postage  paid,  upon  receipt  of  price.  When  ordering  more 
than  one  copy  state  whether  to  be  sent  by  express.  Cash  should  be  sent  with  order.  Remit  by  postal  or  express 
money  order  or  by  bank  draft  on  Chicago  or  New  York-  Write  for  our  Catalogue  of  Books,  Charts  and  Models. 

Address  RAILWAY  MASTER  MECHANIC,  510  Security  Building,  Chicago,  111. 


LOCOMOTIVE   ENGINEERING. 

Locomotives,  Simple,  Com- 
pound and  Electric.  Reagan... $  2.50 

Railroad  Pocket  Book.     Colvin...     1.00 

Locomotive  Performance.  Goss.     5.00 

Locomotive  Engine  Running 

and  Management.  Sinclair...  2.00 

The  Catechism  of  the  Locomo- 
tive. Forney  3.50 

Locomotive  Catechism.  Grim- 

shaw  2.00 

Locomotive  Engine  Driving. 

Reynolds  140 

Locomotive  Engineering  and  its 

Development.  Stretton 2.00 

The  Locomotive  LTp-to-Date. 
McShane  -'.50 

Twentieth  Century  Locomo- 
tives. Sinclair  3.00 

Modern  Locomotive  Handy 

Book.  Swingle 3.00 

Examination  Questions.  Thomp- 
son. Leather 75 

Locomotive  Breakdowns  and 
Management.  Mac  Bain.  Lea- 
ther   75 

The  Locomotive  of  Today. 
Compiled  from  the  Locomo- 
tive Magazine  1.00 

Locomotive  Breakdown,  Emer- 
gencies and  Their  Remedies. 
Fowler  1.50 

American  Compound  Locomo- 
tives. Co!vln 1 .50 

Locomotive  Operation.  Hender- 
son    3.50 

Cost  of  Locomotive  Operation. 

Henderson  2.50 

Locomotive  Breakdown  Ques- 
tions Answered  and  Illustra- 
ted. Wallace  1.50 

Standard  Mechanical  Examina- 
tions on  Locomotive  Firmer 
Running.  Wallace 1.50 

AIR  BRAKES. 

Pocket  Primer  of  Air  Brake 

Construction.  Rogers 50 

Diseases  of  the  Air  Brake  Sys- 
tem.. Synnestvedt  1.00 

Air   Brake   Catechism.    Blackall.     2.00 

Up-to-Date  Xew  York  Air 

Brake  Catechism.  Blackall  . .  1.00 

Questions  and  Answers  on  the 
Air  Brake.  Issued  by  Air 
Brake  Association  2.00 

The  1904  Air  Brake  Catechism. 

Conger  1.00 

CAR  BUILDING. 

Car  Lubrication.      Hall $  1.00 

The   Car   Builders'   Dictionary....     6.00 
Modern  Freight  Car  Estimating. 

Stimson    .  5.00 


Cost  of  Car  Repairs.    Perry 2.00 

The  Car  Man's  Handy  Guide...       .20 

INJECTORS. 

Practice  arid  Theory  of  the  In- 
jector. Kneass  S  1.50 

INDICATORS. 

Practical  Application  of  the  In- 
dicator. Houghtling  2.00 

Indicator  Practice  and  Steam 

Engine  Economy.  Hemenway  2.00 

The  Steam  Engine  Indicator 

and  Its  Use.  Le  Van 50 

The  Steam  Engine  Indicator. 

Le  Van  4.00 

Twenty  Years  with  the  Indica- 
tor. Pray 200 

Manual  of  the  Steam  Engine 

Indicator.  Peabody  1.50 

The  Steam  Engine  Indicator. 
Compiled  from  regular  issues 
of  Power  1.50 

VALVE  GEARING. 

Locomotive    Link    Motion.    Hal- 

sey  $  1.50 

Link  Motions,  Valves  and  Valve 

Setting.  Colvin 50 

Treatise  on  the  Slide  Valve 

and  Locomotive  Valve  Setting. 

Loetzen  65 

Link  and  Valve  Motion.  Auch- 

incloss  2.00 

Treatise  of  the  Movement  of  the 

Eccentric      upon      the       Slide 

Valve.  McCord  2.00 

Treatise  on  Valve  Gears.  Zeu- 

ner  5.00 

The  Slide  Valve.  Begtrup 2.00 

Valve  Gears.  Spangler 2.50 

Slide  Valve  Gears.  Halsey  . .  .  1.50 
Walschaert  Valve  Gear.  Wood.  .  1.50 

FUEL  AND  COMBUSTION. 

Li  comotive  Sparks.  Goss $2.00 

Combustion  of  Coal.  Barr 1.50 

Practical  Smoke  Prevention 

Nicholson  1.50 

Smoke  Prevention  and  Fuel 

Economy.  Booth  &  Kershaw  2.50 
Soft  Coal  Burning.  Higginson..  .'"> 
Firing  Locomotives.  Sinclair.  .  .50 
Locomotive  Firing.  Reilly 50 

EXPERIMENTAL     ENGINEER- 
ING. 

Experimental  Engineering.  Car- 
penter  S  6.00 

Hand  Book  on  Engineering 

Laboratory  Practice.  Smart.  2.50 

BOILERS. 
Care     of     Locomotive     Boilers. 

Wells    .  .50 


Steam  Boiler  Explosions  in 
Theory  and  Practice.  Thurs- 
tpn  1.50 

Boiler  Making  for  Boiler  Mak- 
ers. Ford  1.00 

On  Boiler  Incrustation.  Rowan. 

Revised  by  Idell  50 

Care  and  Management  of  Loco- 
motive Boilers 50 

Boiler  Maker's  Assistant.  Court- 
ney    1.00 

Steam  Boiler  Construction.  Hut- 
ton  6.00 

Boiler  Construction,  only  book 
on  locomotive  boilers.  Klein- 
hans  3.00 

Boiler  Waters.    Christy 3.00 

MISCELLANEOUS. 

Mechanical  Engineer's  Pocket 
Book.  Kent $  5.00 

Mechanical  Engineer's  Refer- 
ence Book.  Suplee  5.00 

Engineering  and  Electric  Trac- 
tion (Pocket  Book).  Dawson  5.00 

Safety  Valves.     Le  Van 2.00 

History  of  the  Growth  of 
the  Steam  Engine.  Thurston . .  .  2.50 

Materials  of  Machines.   Smith..     1.00 

Elements  of  Steam  Engineer- 
ing. Spangler.  Greene,  Mar- 
shall    3.00 

Steam  and  Electrical  Engineer- 
ing. Spangenberg  3.50 

Engineers'  Pocket  Book.  Traut- 

wine    5.00 

Modern  Machine  Shop  Tools. 
Vandervoorst  4.00 

Friction  and   Lubrication.   Davis     2.00 

Mechanical   Drawing.     Johns...      1.25 

Train  Rules  and  Train  Dispatch- 
ing. Dalby.  Leather 1.50 

Railroad  Men's  Catechism.  Sin- 
clair    1.00 

Manual  for  Resident  Engineers. 
Molitor  and  Beard.  Cloth  1.00 

Builders'  and    Architects'    Hand 

Book.     Kidder.     Leather 5.00 

Railroad  Construction.     Webb. 

Leather 5.00 

Handbook  for  Superintendents 
o  f  Construction.  Richey. 
Leather  4.00 

Pocket    Book   for    Bridge    Engi-  . 
neers.     Waddel!.     Leather 3.00 

Hand   Book  for  Street   Railway 

Engineers.    Andrews.    Leather     1.25 

Eminent  Engineers,  (achieve- 
ments of  32  great  engineers). 
Goddard  1.50 

Reinforced  Concrete.    Taylor  .  .     5  00 

Cements.  Mortors  and  Con- 
cretes. Falk  2.50 

Cost  Data  (actual  cost  of  all 
kinds  of  construction).  Gillette  4.00 

Earthwork  and  its  Cost.  Gillette     2.00 

Rock  Excavation.     Gillette  .  3  00 


7t5 


RAILWAY  SHOP  UP  TO  DATE 


Our  Business  Thrives  when 
We  Attend  to  Your  Business 


YOU  may  be  too  busy  to  leave 
the  shop  or  office  for  a  few 
days    or  hours    to  see  what 
beneficial    changes     have    been 
made  in  the  design  and  construc- 
tion of  machine  tools   that    are 
rapid    producers     and     interest- 
earning  tools  no".'  being  employ- 
ed in  up-to-date  shop  practice. 


WEj  have  a  representative  in 
your  section  of  the  country 
looking  after  the   interest 
of  our  other  clients;  a  letter  from 
you  asking  him  to  call  will  not 
obligate  you  in  any  way. 


We  want  you  to  know  more 
about  the  TWENTIETH  CEN- 
TURY TOOLS  that  are  busy- 
bodies. 


48-lnon  UOLBURN  Boring  and    Turning  Mill,  with  Two  Swivel  Heads 


OUR 
BUSINESS 


IS  TO  TELL  YOU  THE  BEST  TOOL  FOR 


YOUR 
BUSINESS 


PRENTISS  TOOL  &  SUPPLY  CO. 


BUFFALO 


NEW  YORK 

BOSTON 


SYRACUSE 


RAILWAY  SHOP  UP  TO  JATE 


77 


Rockwell  Flue  Welding  Furnace 


(OIL  OR  GAS  FUEL) 


Flue  Welding  Furnace 


This  furnace  will  take  flues  up  to  4  inches 
diameter  and  will  heat  this  size  to  a  weld- 
ing heat  easily  in  \V2  minutes. 

With  two  tubes  in  the  fire  a  weld  can 
be  made  every  45  seconds  or  less.  Smaller 
sizes  can  be  heated  faster  in  proportion  to 
size. 

It  has  two  burners  and  may  be  fired  with 
either  oil  or  gas. 

Under  full  heat  it  consumes  "!  gallons  of 
oil  per  hour  or  about  700  cubic  feet  of  gas. 

Requires  10  minutes  to  raise  heat  to 
welding  temperature,  starting  cold. 

The  burners  may  be  operated  with  fan 
blast  (10  to  12  ounce  pressure)  for  either 
fuel. 

Xcw  tiles  or  tiles  of  different  diameter 
openings  may  be  put  in,  front  and  rear, 
without  changing  the  body  of  the  furnace. 


Rockwell  Rivet  Heating  Furnace 


This  furnace  is  used  for  heating  rivets 
rapidly  for  either  machine  or  hand  rivet 
work. 

It  will  heat  rivets  up  to  \l/2  inches  diam- 
eter, and  will  keep  any  gang  supplied. 

It  carries  a  soft  uniform  heat  under  easy 
control  of  the  operator. 

The  rivets  are  always  in  plain  sight  and 
are  easily  reached. 

It  may  be  operated  with  fuel  oil  or  gas. 

If  oil  is  used  it  may  be  atomized  with 
either  steam  or  compressed  air.  The 
amount  of  air  required  is  from  20  to  26 
cubic  feet  per  minute. 


REMEMBER  THAT— 


We  have  been  manufacturing  and  installing  Fuel      tankage  of  any  capacity. 


Rivet  Heating  Furnace 

We   contract  for  complete  equipment,  including 


Oil  Burning  Appliances  for  the  past  twenty  years. 

We  guarantee  every  installation. 

Our  appliances  are  the  most  economical,  effective 
and  durable  on  the  market. 


We  design  and  build   furnaces   for  every  pur- 
pose using  oil  as  fuel. 
Send  for  Catalogs. 
The  name  "Rockwell"  is  a  guarantee. 


MANUFACTURED  BY 


Rockwell  Engineering  Company 

26  Cortlandt  Street,  New  York 


78 


RAILWAY  SHOP  UP  TO  DATE 


FERGUSON  OIL  FURNACES 


Chicago 


The  Railway  Materials  Company 


New  York 


Unit-Link 

Flexible 

Shafting' 


Coates  Center 
Grinder 

You  can  run  your  lathe  to 
grind  the  center,  why  not 
use  the  same  power  to  run 
your  grinder  ? 

Grind  arbors,  cutters, 
reamers,  etc.  Do  your 
surface  grinding  all  with 
the  same  device. 


way  is  put  the  heavy  motor  on  the 
floor  and  use  the  drill  with  facility. 


Electric  outfits  of  all  kinds  for  all  systems. 

Stop  and  start  your  drill  instantly. 

Don't  touch  the  motor. 

We  stock  outfit  to  drill  up  to  2  in.  holes. 

We  furnish  multipliers  for  grinding,  giving  a 

speed  2 1000  R.  P.  M. 

SEND  FOR  BOOK. 


COATES  CLIPPER  MFG.  COMPANY,  WORC1STSERA  MASS 


We  want  every  railway  official  in  the  mechanical  department  to  know  that  the  RAILWAY  MASTER 
MECHANIC  contains  more  articles  of  real  Railroad  interest  to  all  branches  of  the  Motive  Power  De- 
partment every  month  than  any  other  paper.  Its  editors  are  practical  railroad  men.  They  are  as  much 
interested  in  railroad  problems  as  railway  officials  themselves.  Their  aim  is  to  make  a  paper  that 
appeals  to  practical  men  and  provides  practical  information  in  an  interesting  manner.  A  paper  that 
gives  suggestions  and  facts  on  exisiting  practice  so  that  each  one  of  its  readers  can  become  better  in- 
formed. 


A  copy  will  be  sent  free  to  those  asking  for  it. 


Railway  Master  Mechanic 

Security  Building,  Chicago 


The  National  Oil=Handling  System  for  Railroad  Shops 

We  build  self-measuring,  registering  and  computing  oil  outfits  of  any  size  or  capacity.     All 
tanks  are  thoroughly  inspected  and  tested  before  shipment.     Let  us  have  your  requirements. 


THE   NATIONAL   OIL   PUMP  AND   TANK   CO. 


DAYTON,  OHIO 


RAILWAY  SHOP  UP  TO  DATE 


To   Railway  Officials 


This  book  is  divided  into  two  parts.  The  first  part  is  devoted  wholly  to  the 
discussion  of  best  practices  as  followed  by  the  various  railway  companies. 

The  second  part  begins  with  the  advertising  section  in  which  are  displayed 
the  products  and  devices  of  a  great  many  of  the  leading  railway  supply  firms  and 
manufacturers  of  the  country.  The  busy  official  reading  the  first  part  will  get 
ideas  from  the  best  practices  of  other  roads  outlined  therein,  which  he  may  find 
advantageous  to  adopt.  He  will  find  also  in  the  advertising  pages  the  manu- 
facturer of  new  and  improved  machinery  with  which  to  carry  out  these  and  other 
ideas. 

These  pages  have  been  carefully  prepared  and  arranged  with  the  view  of 
affording  the  railway  official  such  help  and  convenience  as  he  needs  in  selecting 
the  requirements  of  his  shop. 

We  are  confident  that  all  who  read  them  will  do  so  with  interest  and  that 
they  will  be  consulted  often  and  be  a  constant  source  of  knowledge  and  use  when 
the  purchase  of  supplies  and  equipment  is  contemplated  either  for  a  new  shop 
or  for  regular  needs. 

The  names  of  the  advertisers  found  in  the  index  to  these  pages  guarantee  the 
quality  and  character  of  the  supplies  and  devices  illustrated  and  described.  We 
commend  these  pages  to  you  for  careful  perusal  and  consideration. 

Crandall  Publishing  Company 


so 


RAILWAY  SHOP  UP  TO  DATE 


BOLLARD 


BOLLARD 


BORING 

AND 

TURNING 
MILLS 


30-INCH 

TO 

86-INCH 
INCLUSIVE 


THE  36-INCH  VERTICAL  TURRET  LATHE 


A  Multipurpose  Machine  Tool  for  in- 
creasing output  and  decreasing  cost  of 
all  face  plate  work  within  its  range. 


ullard 
Mach  ineToof  Co* 

601  Broad  St.,  Bridgeport,  Conn.,  U.  S.  A. 


AGENTS— Marshall  &  Huschart  Machin- 
ery Co.,  Chicago,  111.;  The  Motch  &  Mer- 
riweather  Machinery  Co.,  Cleveland,  O.; 
Chas.  G.  Smith  Co.,  Pittsburg,  Pa.;  C.  H. 
Wood  Co.,  Syracuse,  N.  Y.;  Pacific  Tool 
&  Supply  Co.,  556  Howard  St.,  San  Fran- 
cisco, Cal.;  Williams  A  Wilson,  Montreal, 
P.  Q.;  Chas.  Churchill  &  Co.,  Ltd., 
London,  K.  C.,  England;  Fenwick  Freres 
&  Co.,  Paris,  France;  Helnrich  Dreyer, 
Berlin.  Germany;  Landre&  Glinderman, 
Amsterdam,  Holland. 


^  nALIFO 


14  DAY  USE 

RETURN  TO  DESK  FROM  WHICH  BORROWED 

LOAN  DEPT. 

RENEWALS  ONLY— TEL.  NO.  642-3405 
This  book  is  due  on  the  last  date  stamped  below,  or 

on  the  date  to  which  renewed. 
Renewed  books  are  subject  to  immediate  recall. 


-.  .;. 
•>,      i  «7\  •-'  -fc 

TTgS     •  •-• 

^°«V 

HER  feoTAOKt 

MftR^>7] 

BHfewk_ 

REC'D  LD  JUN  7 

71-3PM49 

LIBRARY  USE  MAR  2 

'88 

FE8  1  3  1996 
RECEIVED 

APR  t  B  WIR 

*  '•     1          iJJD 

C/Rr?l  H   ATII'MLI  rv 

'ivuLMTfON  DfcPT; 

LD21A-60m-3,'70 
(N5S82slO)476-A-32 


General  Library 

University  of  California 

Berkeley 


YF  01145    • 


I/H/I 


